Variable Compression Ratio Engines

A Literature Review

Paul Kalbfleisch, pkalbfle@purdue.edu

Ashkan Darbani, aabbasza@purdue.edu

Purdue University
Mechanical Engineering
ME 540: Advanced IC Engine Systems & Modeling
12/02/2018
 1

1. INTRODUCTION

The mass utilization of hydrocarbon fuels throughout the 20th century has been fol-
lowed by a rapid increase in both local and global pollution of the living environments.
Moving into the 21st Century, internal combustion engines will remain a dominant
source of transportation. Therefore, engineers are challenged to continual improve
both power output/efficiency as well as reduce emissions.
Originating as early as 1890s, (Asthana, Bansal, Jaggi & Kumar 2016) engine
researchers (Freudenstein & Maki 1983, Sobotowski, Porter & Pilley 1991, Schwader-
lapp, Habermann & Yapici 2002, Nilsson 2007) have been trying to free themselves
from the restriction of a constant Compression Ratio (CR) through the technology
of Variable Compression Ratio (VCR). Only in recent years, has the concept of VCR
been found to be sufficiently economical to transition into mass production. Yang et.
all records ”Researchers keep a higher emphasis on VCR. According to the survey
of (Hoeltgebaum, Simoni & Martins 2016) more than 120 different kinds of VCR
mechanisms have appeared since 2000. Nearly all famous engine manufactures have
invented their own VCR mechanisms as a technology reserve.” (Yang & Lin 2018)
For spark ignited engines the focus has been on greater amounts of downsizing to
meet increasingly stringent fuel economy regulations. Yang et. al summarizes: ”In re-
cent years, downsizing with turbocharging has been considered as an effective way to
reduce fuel consumption. Clenci et al. found that downsizing engines would suffer less
on pumping loss and mechanical loss ((Clenci, Descombes, Podevin & Hara 2007)).
Meanwhile, the power is supplied by turbocharging in heavy load conditions. But
the problem is, knock appears once the boost pressure is increased to a certain value
in spark ignited engines. So the degree of downsizing is limited. Simultaneously, the
relative low compression ratio leads to a poor efficiency in common low load condi-
tions, too. However, VCR could meet the optimizing requirement of the compression
 2

ratio in both heavy load and low load conditions, and thus has become a proper way
to further strengthen downsizing engines with turbocharging.” (Yang & Lin 2018)
The use of VCR in diesel engines varies slightly from SI engines. Peic et. al con-
cludes ”In diesel engines, variable compression ratio provides control of peak cylinder
pressure, improves cold start ability and low load operation, enabling the multi-fuel
capability, an increase of fuel economy and reduction of emissions.” (PešIc, Milojevic
& Veinovic 2010)
In both cases, the added flexibility offered by variable compression ratios al-
lows for the freedom to influence the combustion process to achieve more desirable
power/emissions. However, the added mechanical complexity required to vary the
compression ratio adds additional manufacturing cost and losses.

2. WORKING PRINCIPLE

An engine’s compression ratio is a fundamental choice made when designing an

engine and is defined by the volume ratio from Top Dead Center (TDC) to Bottom
dead center (BDC). (Heywood 2018)
M aximum Cylinder V olume Vd + Vc
Cr = =
M inimum Cylinder V olume Vc
Vd : displaced volume (2.1)

Vc : clearance volume

Typical values of CR in modern spark ignition engines range from 8:1 on the
low end, to 12:1 or on the high end. Similarly, Combustion igniting engines have
compression ratios ranging from 18,19:1 due to the need for auto-igniting diesel fuel.
”The engine designer must consider factors such as performance and efficiency goals,
fuel type, fuel quality, ambient operating conditions, and level of boost pressure, if
any, when setting a target compression ratio. The target compression ratio is there-
fore a compromise intended to satisfactorily meet multiple conflicting requirements”
(Mitchell 2017)
 3

An engines thermal efficiency is an extremely important performance criteria and

as show in equation (2.2), a higher compression ratio is advantageous. However, high
compression ratios throughout all operating ranges create unfortunate consequence
such as knock at low loads conditions.
Moran gives an overview of the theoretical thermal deficiencies for both the (Spark
ignited; SI) Otto cycle (2.2) and the (combustion ignited, CI) Diesel Cycle (2.3).
(Moran, Shapiro, Boettner & Bailey 2014). Both SI and CI cycle’s thermal efficiency
increase with compression ratio. The freedom to change the Cr allows for the engine
to maintain a more optimal Cr for all operating conditions.

1
η =1−
Cr k−1
k : specific heat ratio (2.2)

1 Cr k − 1
η =1−
Cr k−1 k(rc − 1)
rc : cutoff ratio (2.3)

3. COMPRESSION RATIO AND ENGINE

PERFORMANCE

In this section, effects of varying compression ratio on the performance will be

discussed. Performance will be broken down into power output, fuel economy, and
emissions.
3.1 Effects of VCR on BMEP

Brake mean effective pressure (BMEP) is defined as the average pressure that
needs to be applied to the piston from TBD to the BDC to produce the rated brake
 4

power. Figure 9.1 shows how brake mean effective pressure is affected by change in
compression ratio in SI engines. Generally the higher the CR the more BMEP can be

Fig. 3.1. BMEP vs Ignition with different CR.

achieved, however it can be seen that for values of CR above ≈ 11 the effect seems to
be counter-productive. This is due to the fact that spark is advanced and therefore
the compression ratio at spark is lower than intended. The reason spark is advanced
more for higher compression ratios is due to the fact that self ignition (knock) occurs
more readily at higher compression ratios. Nevertheless, changing the CR from 9,
which is a common value for SI engines, to 11 increases the BMEP by a fair amount
(Asthana et al. 2016).

3.2 Effects of VCR on specific fuel consumption

Brake specific fuel consumption is directly related to thermal efficiency (eq. 2.2)
which is governed by the change in CR. This relation can be expressed as follows:
 5

1
ηf = (3.1)
BSF C · QHV
As CR increases the efficiency also increases, reducing the fuel consumption. How-
ever, the value of CR is limited due to spark advance in SI engines. Based on the
work done by Hariram and Vagesh, reduction in BSFC of about 30% was observed
when CR was increased from 16 to 18 and BTE improved by 13% at full load on
increasing the CR for their VCR CI engine (Hariram & Vagesh Shangar 2015).

3.3 Effects of VCR on emissions

Singh and Shukla (Singh & Shukla 2016) have simulated a single cylinder diesel
engine using Diesel-RK software to investigate the performance, emission and com-
bustion characteristics of the engine using palm biodiesel and petro-diesel. The sim-
ulation has been carried out for three compression ratios of 16, 17 and 18 at constant
speed of 1500 rpm. The analysis of simulation results show that brake thermal effi-
ciency decreases and brake specific fuel consumption increases with the use of palm
biodiesel instead of diesel. The thermal efficiency increases and the brake specific fuel
consumption decreases with the increase of compression ratio. The higher compres-
sion ratio results in higher in-cylinder pressure and higher heat release rate as well
as lower ignition delay. The NOx and CO2 emissions increase at higher compression
ratio due to the higher pressure and temperature. On the other hand, the specific
PM emission and smoke opacity are less at higher compression ratio.
For Diesel engines using biodiesel as fuel, due to higher in cylinder temperatures,
amount of NOx and CO2 increases. The increase in temperature stems from higher
heat release rate for higher CR, based on figure 9.2. On the other hand the amount
 6

Fig. 3.2. Net HRR (left) and Cumulative HR (right) vs CAD for
different CRs (Hariram & Vagesh Shangar 2015)

of PM and smoke opacity are reduced as CR is increased from 16 to 18 (Singh &

Shukla 2016).

4. VCR MECHANISMS

Varying the compression ratio has been considered and researched for over a hun-
dreds years and only now in 2019 was the Nissan Infiniti QX50 the first to come
to market. Over the past 100+ years of research and design, hundreds of patents
have been filed by most major car brands including; Ford (Rosenthal 1991, James
Ryland Clarke & Tabaczynski 2000), Mercedes Benz, Nissan (Moteki, Fujimoto &
Aoyama 2003), Peugeot (Beroff 2001), and Gomecsys (GOmecsys n.d.). The details
of the Cr varying concept plays a large role in the performance of the VCR engine.
Asthana (Asthana et al. 2016) compared the VCR engines to their original designs
(fixed CR) on the basis of 8 parameters namely:- Combustion Chamber Integrity,
Crankshaft -piston assembly kinematics, Mechanical Losses, Engine overall rigidity,
effect of varying CR on engine displacement, CR control accuracy, Capability to con-
 7

trol CR cylinder by cylinder and Suitability for converting a stock engine into a VCR
engine.
As part of his Master’s work, Andrew Mitchell completed a patent search in 2012
which found 216 Variable Compression Ratio (VCR) engine designs (Mitchell 2017).
Several researchers have organized the many different patents into conceptual
groups. Modern examples include Roberts in six groups (Roberts 2002) and Mitchell
in four groups (Mitchell 2017). Shikhar Asthana et. al made the most recent organi-
zation of designs using six categories of design concepts (Asthana et al. 2016):
1. Moving cylinder head

2. Changing the crankshaft axis Changing

3. Changing the geometry of the connecting rod

4. Moving the piston crown relative to the piston-pin axis

5. Dual piston mechanism

6. Gear Based Mechanism

Asthana Et. al notes ”Historically, every mechanical element in the power con-
version system has been considered as a means to achieve variable compression. No
attempt is made here to present an exhaustive listing....”(Asthana et al. 2016).
The Table 4.1 summarizes the six design concepts. In many cases, the deviation
from conventional production engine structure or layout represents a significant com-
mercial barrier to widespread adoption of the technology. However, as governmental
regulations and global fuel prices both increase, the economical factors will become
more favorable for VCR engines.
 8

Fig. 4.1. Comparison of Cr varying principles (Asthana et al. 2016)

 9

5. CONCLUSION

The search for a feasible VCR engine has been driven by the compromise between
WOT (Wide Open Throttle) and part-throttle which exists on any fixed CR engine.
Detonation thresholds at WOT limit the maximum useable CR to a value lower than
could be sustained at part throttle. However, VCR allows the efficiency of the engine
to be controlled based on the operating condition. The efficiency of Otto and Diesel
cycle is affected by the compression ratio which in VCR engines can be controlled
based on the load conditions. An increase in CR leads to higher brake effective mean
pressure (BMEP), lower brake specific fuel consumption (BSFC), and higher heat
release rate. Particulate matter (PM) is reduced at higher compression ratios.
All these benefits come in a price which is the complexity of the mechanism. The
main obstacles to adoption of VCR are incompatibility with major components in
current production and difficulties of combining VCR and non-VCR manufacturing
within existing plant. However, as governmental regulations and global fuel prices
both increase, the economical factors will become more favorable for VCR engines.
REFERENCES
 10

REFERENCES

Asthana, S., Bansal, S., Jaggi, S. & Kumar, N. (2016), ‘A Comparative Study of
Recent Advancements in the Field of Variable Compression Ratio Engine Tech-
nology’, (February 2017).
URL: http://papers.sae.org/2016-01-0669/
Beroff, J. (2001), ‘Moteur à combustion interne, à rapport volumétrique et à cylindrée
variables’, (19), 1–15.
Clenci, A. C., Descombes, G., Podevin, P. & Hara, V. (2007), ‘Some aspects con-
cerning the combination of downsizing with turbocharging, variable compression
ratio, and variable intake valve lift’, Proceedings of the Institution of Mechanical
Engineers, Part D: Journal of Automobile Engineering 221(10), 1287–1294.
Freudenstein, F. & Maki, E. R. (1983), ‘Development of an Optimum Variable-Stroke
Internal-Combustion Engine Mechanism From the Viewpoint of Kinematic
Structure’, Journal of Mechanisms Transmissions and Automation in Design
105(2), 259.
URL: http://mechanicaldesign.asmedigitalcollection.asme.org/article.aspx?articleid=1452152
GOmecsys (n.d.).
URL: https://gomecsys.com/
Hariram, V. & Vagesh Shangar, R. (2015), ‘Influence of compression ratio on com-
bustion and performance characteristics of direct injection compression ignition
engine’, Alexandria Engineering Journal 54(4), 807–814.
URL: http://dx.doi.org/10.1016/j.aej.2015.06.007
Heywood, J. B. (2018), Internal Combustion Engine Fundementals, Vol. 21.
Hoeltgebaum, T., Simoni, R. & Martins, D. (2016), ‘Reconfigurability of engines:
A kinematic approach to variable compression ratio engines’, Mechanism and
Machine Theory 96(199), 308–322.
URL: http://dx.doi.org/10.1016/j.mechmachtheory.2015.10.003
James Ryland Clarke & Tabaczynski, R. J. (2000), ‘Internal Combustion Engine with
Adjustable Compression Ratio and Knock Control’.
Mitchell, A. M. (2017), An Analysis of Variable Compression Ratio Engine, PhD
thesis.
Moran, J. M., Shapiro, N. H., Boettner, D. D. & Bailey, B. M. (2014), Fundamentals
of Thermodynamics Engineering, 8th edn, Wiley.
Moteki, K., Fujimoto, H. & Aoyama, S. (2003), ‘Variable Compression Ratio Mecha-
nism of Reciprocating Internal Combustion Engine’.
 11

Nilsson, Y. (2007), Modelling for Fuel Optimal Control of a Variable Compression

Engine.
PešIc, R. B., Milojevic, S. T. & Veinovic, S. P. (2010), ‘Benefits and challenges of vari-
able compression ratio at Diesel Engines’, SAE Technical Paper 14(724), 1063–
1073.
Roberts, M. (2002), ‘Benefits and challenges of variable compression ratio (VCR)’,
SAE Technical Paper (724), 03P–227.
Rosenthal, P. E.-a. (1991), ‘United States Patent (19) Laverty, Jr. 54’, (19).
Schwaderlapp, M., Habermann, K. & Yapici, K. (2002), ‘Variable Compression Ratio-
A Design solution for Fuel Economy Concepts’, SAE Technical Paper 2002-01-
1103 2002(724).
URL: http://papers.sae.org/2002-01-1103
Singh, B. & Shukla, S. K. (2016), ‘Experimental analysis of combustion characteristics
on a variable compression ratio engine fuelled with biodiesel (castor oil) and diesel
blends’, Biofuels 7(5), 471–477.
URL: http://dx.doi.org/10.1080/17597269.2016.1163210
Sobotowski, R. A., Porter, B. C. & Pilley, A. D. (1991), ‘The Development of a
Novel Variable Compression Ratio , Direct Injection Diesel Engine’, Papers\SAE
Papers\Diesel 1990-2002 .
Yang, S. & Lin, J. (2018), ‘A theoretical study of the mechanism with variable com-
pression ratio and expansion ratio’, Mechanics Based Design of Structures and
Machines 46(3), 267–284.
URL: https://doi.org/10.1080/15397734.2017.1332526