Do you Know the Structure of the Connecting Rod Bearing?

The big end bearing of the connecting rod that is matched with the crank pin to reduce the wear of the crank pin. The big end bearing of the connecting rod is a split sliding bearing. The big end bearing of the crosshead connecting rod is often made separately, and then the connecting rod bolt is fixed to the shaft, and the anti-friction alloy is often cast directly on the inner surface. For big-end bearings without crosshead connecting rods, the upper half is often made into one body with the shaft, while the lower half of the bearing cap is manufactured separately, and the connecting rod bolts are used to fix the upper half, and on the bearing , The inner surface of the lower half is equipped with bearing bushes. For lubrication, oil holes are drilled in the big end bearing, and oil grooves and garbage grooves are made on the surface of the antifriction alloy.

Geely Fr Connecting Rod

Connecting rod bearing structure

Oil holes are drilled on the inner surface of the sleeve, and some have oil grooves to allow lubricating oil to enter into the lubrication. In order to prevent the occurrence of dry friction when the diesel engine starts, some bearings have oil storage grooves on the inner surface. A small number of small high-speed diesel engines use needle roller bearings for connecting rod small end bearings. On the crosshead connecting rod, the small end bearing is a split sliding bearing, which is often made separately from the shaft. The anti-friction alloy is directly cast on the inner surface of the bearing, and oil grooves and oil holes are made on the surface of the anti-friction alloy. For lubrication. Since the small end bearing works under high pressure and swing conditions, its lubrication is difficult. In order to improve the reliability of lubrication, some models adopt a special oil pump for each cylinder to strengthen the lubrication. In order to improve working reliability, self-adjusting or platform type connecting rod small end bearings are often used.

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The main damage forms of the connecting rod are fatigue fracture and excessive deformation. Usually the fatigue fracture is the three high stress areas on the connecting rod. The working conditions of the connecting rod require the connecting rod to have high strength and fatigue resistance; it also requires sufficient rigidity and toughness. In the traditional connecting rod processing technology, the material is generally 45 steel, 40Cr or 40MnB quenched and tempered steel, which has higher hardness. Therefore, new connecting rod materials produced by German automobile companies such as C70S6 high-carbon microalloy non-quenched and tempered steel, SPLITASCO series Forged steel, FRACTIM forged steel and S53CV-FS forged steel, etc. (the above are all German din standards). Although alloy steel has high strength, it is very sensitive to stress concentration. Therefore, strict requirements are required for connecting rod shape and excessive rounded corners, and attention should be paid to surface processing quality to improve fatigue strength, otherwise the application of high-strength alloy steel will not achieve the expected results.

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