Variable Compression Ratio

By
Myles Bohon
Robert Dorosko
Nana Noel

MAE 442
Dr. Klang
May 2006
 Outline
• Traditional automobile engine
compression ratio
– What it is
– How to calculate
– Characteristics
– Disadvantages
• Strategies for the reduction of fuel
consumption
• Variable compression ratio
– What it is
– Advantages
– Disadvantages
– Ways to modify CR
– Design Examples
– Investigation of MCE-5 Configuration
• Conclusion
• References
 Compression Ratio (CR)
• What is it?

– Is the ratio by which the fuel/air mixture is

compressed before it is ignited.

– Limited in conventional engines due to auto-

ignition.

– Determines how efficiently the engine can utilize

the energy in the fuel.
 CR – How is it determined?
max cylinder vol
CR = b

min cylinder vol

s

-or-

Where b=cylinder bore (diameter)

s = piston stroke length
Vc = volume of the combustion
chamber
 CR - Characteristics
Typical Compression Ratios
• CR of traditional engine is
fixed and is a compromise
across a wide range of
operating conditions.

• CR for passenger cars

ranges between 8:1 and
10:1, while CR for diesel
engines can be much
higher.
 Disadvantages of Fixed CR
• Because CR cannot vary to fit a wide
range of operating conditions:

– Power output is reduced

– Fuel efficiency is not optimized

– Pollution from combustion is not minimized.

• A reduction in fuel consumption is achieved by increasing the work
output and/or decreasing the frictional and pumping losses.
 Fuel Consumption Reduction
Strategies
Fuel Consumption
Reduction Strategy
1 - Increased effective
expansion ratio
2 - Downsizing
3 - Downspeeding
4 - Unthrottled load control
5 - Engine mechanical
efficiency improvement
Sources of effectiveness
Engine strategies
Improved indicated •High Fixed Compression
efficiency Ratio (FCR)
•Variable Compression
Ratio
•Pumping losses reduction •High supercharging
•Internal heat transfer •Increased average BMEP
surface reduction •10:1 Compression Ratio
•Flame travel distance (FCR)
reduction •From 8:1 to 16:1
•Friction losses reduction Compression Ratio (VCR)
•Pumping losses reduction •High supercharging
•Friction losses reduction •Increased average BMEP
•Pumping losses reduction •Load control by air/fuel
ratio
•Load control by Late Intake
Valve Closing
•Friction losses reduction •Reduction of all friction
sources
Variable Compression Ratio (VCR)
What is it?

• The combustion chamber volume, Vc, is

altered to meet the power needs to the
vehicle.
• At low power levels, high CR captures fuel
efficiency benefits.
• At high power levels, low CR prevents
knock.
 VCR - advantages
• CR modified to meet power demand (CR’s
range from 7:1 to 21:1)
• Increased fuel efficiency
– Claims of up to 30% reduction in fuel
consumption
– Adding variable valve actuation and turbo-
charging further improves fuel efficiency (7-
10% additional reduction in fuel consumption)
• Reduced combustion emissions
Increased Efficiency and Pollution
Reduction with VCR:
 VCR - Disadvantages
• New technology results in high research
and development and manufacturing
costs.
• Reliability is not proven.
• Consumer reactions are unknown and
unpredictable.
• Repairs and maintenance initially may be
difficult and costly.
 Ways to Modify CR
• Moving the cylinder head.
• Variation of combustion chamber volume.
• Variation of piston deck height.
• Modification of connecting rod geometry.
• Moving the crankpin within the crankshaft
(effectively varying the stroke).
• Moving the crankshaft axis.
Ways to Modify CR:

A: articulated cylinder
head
B: hydraulic pistons
C: eccentrics on bearings
D: multilink rod-crank
mechanisms
E: additional piston in
cylinder head
F: gear-based
mechanisms
 VCR – Design Examples
• Saab Tilting Monohead Design
– Articulated cylinder head
– 2 part engine block allows cylinder head to be
lowered closer to the crankshaft to dynamically alter
Vc
– CR varied by adjusting the slope of the monohead
in relation to the engine block
– Upper block is pivoted about the hinge point using a
hydraulic actuator

• Unfortunately, Saab shelved project due to cost.

VCR - Saab Tilting Monohead
Design
Upper
Engine
Block

Increased
Volume
Actuator

Lower
Engine
Block

Pivot
Point
VCR - Saab Tilting Monohead
Design

1 2 3
 MCE-5 VCR Engine Block
• The control jack is connected to a control
rack. Between the control rack and the
piston rack is a gear wheel, which has a
fulcrum supported by the connecting rod.
• Up/down movement of the control jack
effectively changes the TDC placement,
therefore increasing or decreasing the
compression volume.
MCE-5 VCR Piston Arrangement
MCE-5 VCR in Action

Control Jack: up and down

movement results in the
displacement of the
control rack and ultimately
a change in the volume of
the combustion chamber.

Control
Rack
MCE-5 VCR Gear and Piston
Arrangement
 MCE-5 VCR Engine Block
Pistons

Control jack

Control
Rack

Gear
Wheel
Crankshaft
 Piston Kinematics
• With the MCE-5 configuration, kinematics never varies,
regardless of CR.
• Allows VCR to be easily implemented on future SI
engines.
 Rotational Speed (MCE-5
configuration)
• Rotational speed limit of crank is
comparable to conventional SI engines.
• Expected key speeds:
– Max torque speed at ≤2,000 rpm
– Max power speed at ≥5,500 rpm
– Limit speed at ~ 7,000 rpm (not due to the
load applied to gears, but to the tensile force applied
to the connecting rod).
 MCE-5 CR Control

• CR’s adjustable from 7:1 to 20:1.

• Fast response (<100 ms to move from max CR
to min CR) .
• Electronically controlled sensors allow the
engine to quickly tailor itself to the ideal
operating conditions.
• Control jacks function as hydraulic ratchets,
moving piston TDC location (changing the
compression volume and therefore the CR).
 Frictional Losses In Pistons
• Conventional engines have
losses due to contact with the
piston skirt.
• But the VCR (MCE-5
configuration) piston only
moves up and down, greatly
reducing the frictional losses
by eliminating radial forces
and moments.
 Reliability and Durability (MCE-5
configuration)
• Due to the
decreased radial
forces between the
piston and the skirt,
stress and ultimately
wear are greatly
reduced.
• Therefore, low piston
wear and no “piston
slap” lead to a better
piston and ring
durability.
Overall size and vehicle integration
(MCE-5 configuration)
• Size is comparable to
conventional engine blocks with
less power and similar
displacement, bore, and stroke.
• Because MCE-5 requires no
unique attachments and requires
no new technologies for its
integration into existing systems,
it connects easily with pipes and
peripherals.
 Conclusions
• Variable Compression Ratio engines have great
potential to increase engine power and fuel
economy.
• When coupled with technologies such as
turbocharging, variable valve actuation, and
direct fuel injection, the effectiveness of the
system is further increased.
• Once established, this technology will likely
become commonplace due to increasing energy
and environmental concerns and the ease of
integration.
 References
• Power Plants, Dr. Richard Gould
http://www.mae.ncsu.edu/courses/mae442/gould/index.html
• Automotive Engineering Fundamentals, Stone, R. and
Ball, J., 2004
• Websites:
– http://en.wikipedia.org/wiki/Main_Page
– http://www.eere.energy.gov/vehiclesandfuels
– http://www.tc.gc.ca/en/menu.htm
– http://www.mce-5.com
– http://www.saabnet.com
– http://www.vehicular.isy.liu.se/Lab/SVC/index.html
– http://www.prodrive.com/uploads/Benefits%20and%20challenges%20of
%20VCR.pdf