# Topology Optimization and Testing of Connecting Rod Based on Static and Dynamic Analyses
## 5 Conclusions  
This research aimed to optimize the topology of a connecting rod by reducing the mass of the component and minimizing the maximum von Mises stress. The optimization process included various procedures including static structural analysis and dynamic analysis for the validation of the FOS and the life of the connecting rod based on Goodman fatigue analysis. A motion study was carried out as part of the validation, where the maximum unknown reaction forces and moments acting on the connecting rod were evaluated while  
Figure 13: (**a**) Life of the connecting rod after applying the motion loads on the 5.66% mass-reduced optimized topology at the TDC. (**b**) Life of the connecting rod after applying the motion loads on the 5.66% mass-reduced optimized topology at the BDC.  
the connecting rod moved toward the TDC and BDC. The main obtained results were the following:  
* The topology of the connecting rod was optimized to 5.66% from 654 g to 618 g.
* The maximum von Mises stress was reduced from 5.8556 \(\times\) 10\({}^{8}\) Pa to 5.5006 \(\times\) 10\({}^{8}\) Pa during static structural analysis.
* The FOS was maintained above 2.6 during the dynamic analysis of the connecting rod.  
As part of this study, it was also found that the excess reduction in the mass of the connecting rod had a direct effect on the stability of the engine. Hence, the weight ratio between the connecting rod and the counterweight of the crankshaft should be maintained.  
A possible continuation of this research could be conducted by manufacturing the topology-optimized connecting rod using additive manufacturing or by other conventional methods and experimenting with different materials to improve the properties of the connecting rod. Later, the new connecting rod could be tested using the digital image correlation method (DIC) to validate the simulation results with the actual results.  
Conceptualization, M.N.R.; methodology, M.N.R.; software, M.N.R. and P.G.; validation, A.S. and A.N.; formal analysis, M.N.R.; investigation, M.N.R. and P.G.; data curation, M.N.R.; writing--original draft, M.N.R. and P.G.; writing--review and editing, M.N.R., A.S., and A.N.; visualization, M.N.R.; supervision, A.S.; project administration, M.N.R.; funding acquisition, A.S. All authors have read and agreed to the published version of the manuscript.  
This work was supported in part by the Student Grant Competition project \"Research, Development, and Innovation in the Field of Transport and Logistics 2025\" financed by the Ministry of Education, Youth, and Sports and Faculty of Mechanical Engineering, Vysoka skola banska-Technical University of Ostrava (VSB-TUO), under SP2025/065; by the Materials and Technologies for Sustainable Development within the Jan Amos Komensky Operational Program financed by the European Union (EU) and the State Budget of Czech Republic under Grant No. CZ.02.01.01/00/22_008/0004631; and by the EU through REFRESH--Research Excellence For Region Sustainability and High-Tech Industries via the Operational Programme Just Transition Project No. CZ.10.03.01/00/22_003/0000048.  
Not applicable.  
The data presented in this paper can be made available on request from the corresponding author.  
All authors have read and agreed to the published version of the manuscript. The authors would like to thank the Faculty of Mechanical Engineering and the Ph.D. Academy of Vysoka skola banska-Technical University of Ostrava (VSB-TUO) for their support during the computational study using Autodesk Inventor Professional 2025, ANSYS 2024 R2 and guidance with academic writing.  
The authors declare no conflicts of interest.  
The following abbreviations are used in this manuscript:  
TO Topology optimization  
FOS Factor of safety  
FEM Finite element method  
RPM Revolutions per minute  
CAD Computer-aided design  
IC Internal combustion  
STEP Standard for the Exchange of Product