CHAPTER 1

INTRODUCTION
Worldwide pressure to reduce automotive fuel consumption and CO 2 emissions is
leading to the introduction of various new technologies for the gasoline engine as it
fights for market share with the diesel. On increasing demand for higher efficiency,
emission reduction, fuel economy the world looks forward for many innovative
technologies. One of them is Variable Compression Ratio. By varying the compression
ratio, we increase the efficiency of the engine. This variation is carried out at various
load conditions. So far, variable compression ratio (VCR) technology could provide the
key to enable exceptional efficiency at light loads without loss of full load performance .
The project reviews the many embodiment of VCR, the implications for volume
manufacture and the strategy for VCR implementation in order to produce the maximum
benefit.
Potential benefits of Variable Compression Ratio (VCR) spark ignition engines
are presented based on an examination of the relationship between Compression Ratio,
BP and SFC at light load and full load. Fuel economy benefits attainable from other
technologies such as cylinder deactivation, cam less valve operation and GDI are inferior
to the use of downsized boosted engines. VCR is identified as the key enabling,
technology of such downsized engines.
1.1

VCR ENGINE INTRODUCTION

Variable compression ratio is the technology to adjust internal combustion

engine cylinder compression ratios on the fly. This is done to increase fuel efficiency while
under varying loads. Higher loads require lower ratios to be more efficient and vice versa.
Variable compression engines allow for the volume above the piston at 'Top dead Centre' to
be changed. For automotive use this needs to be done dynamically in response to the load and
driving demands.

Petrol engines have a limit on the maximum pressure during the compression stroke,
after which the fuel/air mixture detonates rather than burns. To achieve higher power outputs
at the same speed, more fuel must be burnt and therefore more air is needed. To achieve
this, turbochargers or superchargers are used to increase the inlet pressure. This would result

in detonation of the fuel/air mixture unless the compression ratio was decreased, i.e. the
volume above the piston made greater. This can be done to greater or lesser extent with
massive increases in power being possible. The down side of this is that under light loading,
the engine can lack power and torque. The solution is to be able to vary the inlet pressure and
adjust the compression ratio to suit. This gives the best of both worlds, a small efficient
engine that behaves exactly like a modern family car engine but turns into a highly tuned one
on demand.
PRODUCTION
Variable compression engines have existed for decades but only in laboratories for the
purposes of studying combustion processes. These designs usually have a second adjustable
piston set in the head opposing the working piston. (very much like model aircraft 'Diesel'
engines) Variable compression engines have been highly desirable but technically
unobtainable for production vehicles due to the mechanical complexity and difficulty of
controlling all of the parameters. The advances in low cost microcontrollers and a wealth of
experience in their application to engine management now makes the control possible.
TWO-STROKE ENGINES
Due the comparative simplicity of cylinder head design (lacking intake valves) it is
somewhat easier to implement in two-stroke engines. From the late 90s on up models which
expand on this idea have been available, such as from Yamaha, which dynamically vary the
size of the combustion chamber. As of late (in the 2000s) this technology has seen some
renewed interest, due it being able to burn a wide range of fuels (e.g. including alcohols) such
as the Lotus Omnivore.
ENGINE DESIGNS
Many companies have been carrying out their own research in to VCR Engines,
including Nissan, Volvo, PSA/Peugeot-Citron and Renault but so far with no publicly
demonstrated results. The first being built and tested by Harry Ricardo in the 1920s. This
work led to him devising the octane rating system that is still in use today.

1.2

CURRENT STATUS OF VARIABLE COMPRESSION RATIO ENGINE

TECHNOLOGY
Various patents have been filed and designs presented which modify the compression

ratio by:

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.

Moving the crankshaft axis.

The modification of the compression ratio in this project is obtained by moving the
crankshaft axis vertically.
1.3

COMMERCIAL BARRIERS
The available methods require major changes to the base engine architecture or

layout represents significant commercial barriers to widespread adoption of the technology.

Introduction of additional elements within the crowded combustion chamber

environment threatens to compromise ideal geometry and layout of the valves and ports.

Engine-out emissions performance is likely to be undermined by additional crevice

volumes which obstruct complete burning, increasing hydrocarbon efficiency.

Significant increase in reciprocating mass in case of variable height piston.

Increase in vibrations due to intermediate members in connecting rod.

In some cases reworking of the entire engine structure is necessary.

1.4

OBJECTIVE
The main aim of the Variable Compression Ratio (VCR) engine is to operate at

different compression ratios, depending on the particular vehicle performance needs. VCR
engine can vary the compression ratio between 8 and 10 by changing the combustion
3

chamber volume. In a VCR engine, compression ratio is optimized for the full range of
driving conditions, such as acceleration, speed and load. At low power levels, the VCR
engine operate at higher compression ratios to capture high fuel efficiency benefits, while at
high power levels it operate at low compression ratios to prevent knock. Thus the
compression ratio is determined based on a balance between higher efficiency and prevention
of knock.
1.5

OVERVIEW
The main outcome of this project is to focus attention on the improvement in the

efficiency of two-stroke spark ignition internal combustion (IC) engines In the investigation,
an attempt is made to increase the existing compression ratio of the engine, and to study its
performance. The original crankshaft bearing of the engine is removed and a suitable
eccentric sleeve arrangement is incorporated in its place, making it practically feasible to vary
the compression ratio and then test the engine. We control the crank shaft axis position to
increase or decrease the compression ratio. The use of high compression ratio of the diesel is
responsible for high efficiency and fuel economy. Increasing the compression ratio or
supercharging of a gasoline engine increases the tendency to knock. This is the big handicap
for a petrol engine, which can now be overcome by the use of variable compression ratio
(VCR) technology. This technology helps in getting close to the fuel efficiency of a diesel
engine. This concept of controlling the crank shaft axis position to increase or decrease the
compression ratio is achieved by providing an eccentric sleeve between crankshaft and crank
casing. The rotation of the eccentric sleeve permits the axis of the crankshaft with the piston
assembly, to move up or down relative to the cylinder head thus altering the compression
ratio. The result shows a considerable improvement in the engine efficiency and also
reduction in the value of specific fuel consumption. It is therefore suggested that the
manufacturer can make a special type of eccentric crankshaft bearing with a provision for
adjusting the compression ratio.
Our project is to design and fabricate the eccentrically sleeve controlled crankshaft to
get the variable compression ratio and there by achieve the fuel economy and thermal
efficiency during various driving conditions.

CHAPTER 2
LITERATURE SURVEY
A review of the literature pertaining to variable compression ratio engine has been
carried out to know the status of the research on the subject. The objectives of the study of
methods of implementing the variation in compression ratio provide guiding principles for
the controlling the compression ratio of the engine. To achieve this objective, it is essential to
have a basic understanding of the compression ratio and its effect on efficient combustion of
the air fuel mixture and hence the efficiency of the engine. The maximum usable
compression ratio without knocking at particular load condition has to be studied.
The maximum usable compression ratio at the particular throttle condition is difficult to
determine that includes a lot off aspects like engine rpm, combustion chamber design,
ignition timing, flame propagation, load conditions, inlet air temperature, coolant temperature
etc.
Conventional spark ignition engines have a fixed compression ratio, which is optimally
determined for extreme conditions of the engine to prevent self-detonation. But for part
throttle conditions, the usable compression ratio is higher hence a variation in compression
ratio will increase the engine performance.

Ylva Nilson, Lars Eriksson and Martin Gunnarsson (2006) suggested a high

compression ratio results in high engine efficiency, but also increases the knock tendency. On
conventional engines with fixed compression ratio, knock is avoided by retarding the ignition
angle. The variable compression engine offers an extra dimension in knock control, since
both ignition angle and compression ratio can be adjusted. Combination of compression ratio
and ignition angle should be used to achieve maximum engine efficiency

Martyn roberts (2002) suggested the potential benefits of variable compression ratio

engine based on the examination of relationship between compression ratios, brake mean
effective pressure, spark advance at light load and full load. Potential manufacturing
constraints are identified and their influence on system configuration is examined.

Aleaga E (1995) investigated the potential manufacturing constraints and

examined their influence on system configuration.

S.N.Mehdi suggested the alternative methods of implementing variable

compression ratio and the system control strategies were also suggested.
Going through these research papers generated an interest and motivation in carrying
out this thesis. However the compact assembly of the parts of the engine is a big challenge for
implementing continuously variable compression ratio.

CHAPTER 3
VARIABLE COMPRESSION RATIO
The compression ratio is a ratio between the volume of a combustion chamber when
the piston is at the bottom of its stroke, and the volume when the piston is at the top of its
stroke. The higher the compression ratio, the more mechanical energy an engine can squeeze
from its air-fuel mixture.. A higher compression ratio, like 9.0:1 will compress the mixture to
1/9th of its original volume. A lower compression, like 7.0:1 will only compress it to 1/7th of
its volume. So, the higher the compression ratio, the more the pistons compact the fuel/air
mixture as they reach the top of their path. The denser the fuel/air mixture is, the more
potential power is available and a hotter burn results. Higher compression ratios, however,
also make detonation more likely.
The compression ratio is calculated by the following formula
(3.1)
where,
b = cylinder bore
s = piston stroke length
Vc = volume of the combustion chamber.
This is minimum volume of the space into which the fuel and air is compressed prior ignition.
Because of the complex shape of this space, it is usually is measured directly rather than
calculated.

3.1 EFFECTS OF COMPRESSION RATIO ON ENGINE EFFICIENCY

The compression ratio is a major factor in determining the lifespan and power band
of an engine. Compression plays a large factor in the resulting combustion chamber
temperature. A really low compression ratio, like 7.0:1 for an engine, will generate less heat
in the combustion chamber and accordingly in the head and oil. Other factors also determine
how much heat is produced, but with everything else being identical, the higher the
compression ratio, the higher the resulting temperature at the head. A highly desirable 'side
7

effect of increasing the compression ratio is the increase in engine power. 9.0:1 has the
potential to make more power than an engine with 7.0:1. This results from the air/fuel
mixture being more thoroughly burned.
The air standard efficiency can calculated as,
1-1/(RcY-1)

(3.2)

Where,
Rc = compression ratio
Y = 1.4 (ratio of specific heats)

Fig 3.1 Compression ration vs Air standard efficiency

3.2 VARIABLE COMPRESSION RATIO ENGINE

Conventional gasoline engines that operate at a fixed compression ratio, is set low
enough to prevent premature ignition of the fuel, or knock , at high power levels under fast
acceleration, high speeds, or heavy loads. But most of the time, SI engines are operated at
relatively power levels under slow acceleration, lower speed, or light loads. If the
compression ratio were increased at low-power operation, gasoline engines could achieve
higher fuel efficiency.
A Variable Compression Ratio engine is able to operate at different compression ratios,
depending on the particular vehicle performance needs. The VCR engine is optimised for full
range of driving conditions, such as acceleration, speed, and load. At low power levels, the

VCR engine operates at high compression to capture fuel efficiency benefits, while at high
power levels, it operate at low compression levels to prevent knock.
3.3 REASONS FOR THE APPLICATION OF VCR ENGINE
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 VVOT limit the maximum useable CR to a value lower than could be sustained
at part throttle. Comparison of BMEP figures shows that increasing CR becomes
counterproductive at values typically above 11-12:1 since the reduction in spark advance
negates the benefit from higher CR. Potential benefits in fuel consumption and CO2
emissions are, however, to be expected from running at higher CR during part throttle
operation. The detonation limits identified at WOT do not apply to part throttle operation as
the in-cylinder temperatures and pressures are so much lower.
3.4 ADVANTAGES OF VCR ENGINE
As the majority of engine running time occurs in this mode variable compression ratio
largely improves the overall efficiency of the engine. The VCR offers the possibility to run
the combustion process efficiency optimal under all load and speed condition. This means a
variable compression engine can operate under light loads at a higher compression ratio than
a conventional engine and get an attending jump in efficiency. The compression ratio of the
engine varies based on the fuels depending on their octane number. Variable compression
widens the engine's capacity to operate on a range of fuels.
3.5 ECCENTRIC SLEEVE ARRANGEMENT
In this project, we control the crank shaft position to increase or decrease the compression
ratio. This concept is achieved by providing eccentric sleeve between crankshaft and crank
case. The rotation of the eccentric sleeve permits the centre line of the crankshaft with the
piston assembly, to move up or down relative to the cylinder head thus altering the
compression ratio. The angular position of the eccentric sleeve determines the compression
ratio at the particular instant. Thus the compression ratio can be set for a wide range of values
from 8 to 10 depending on throttle position.

CHAPTER 4
DESIGN OF ECCENTRIC SLEEVE
The engine chosen for this project is TVS-50 two stroke engine. The design of the eccentric
sleeve is based on the engine dimensions. The engine specifications are given below.

Make

TVS-50 XL Moped (2 seater)

Manufacturer

TVS-SUZUKI LIMITED ,HARITA HOSUR

Tamil Nadu 635 109

Engine

Single Cylinder air-cooled 2-stroke petrol

engine

Cylinder Bore

38.9mm

Cubic Capacity

49.9 cc

Compression Ratio

8.3:1

Horse power

1.57 kw or 2.13 BHP at 5000 RPM

Maximum Torque

3.6 Nm at 3250 RPM

Fuel tank capacity

3.25 litres (includes 0.75 litres reserve)

Carburetor

SPACO TYPE-SHA 13/11L

Jet-Size

52

Fuel

Petrol mixed with 2-stroke self-maxing oil,

HP Super 2T Supreme CASTROL SUPER
TT for lubrication

Petrol/Lub oil mixture

During running-in period (first 750 kms) 40

ml oil per litre of lpetrol (4%)
After running-in 25 ml oil per litre of petrol
(2.5%)

Electrical ignition and Lighting

Flywheel magneto-6V 35W

10

Contact breaker gap

0.35-0.45mm (0.013-0.018)

Spark plug

MICO W5 BC/MODI CHAMPION L82 YC

Spark timing

2.3 to 2.5 mm before TDC

Plug gap

0.5 mm (0/020)

Table 4.1 Engine specifications

4.1 CALCULATION FOR THE LIFT OF CRANKSHAFT AXIS
To find the variation in compression ratio with respect to the lift in crankshaft axis:
Specification of TVS 50 XL engine:
Bore= 38.9mm;
Swept volume =49.9cc;
Compression ratio= 8.3:1;
Clearance volume=6.83cc
Stroke length = 42mm.

For variation about 0.1mm in crankshaft axis

The volume reduced is
* 1.9452 *.01 = 0.118cc
Therefore clearance volume = 6.712cc.
And compression ratio

= (49.9+6.712) / 6.712
=8.434:1

11

for .25mm variation:

the volume reduced is
*1.9452*0.025 = 0.297cc
Therefore,

Clearance volume = 6.533cc

Compression ratio= (49.9+6.533) / 6.533
= 8.638:1

for .5 mm variation:
The volume reduced is
* 1.9452* 0.05= .594cc
Therefore the clearance volume = 6.236cc
And compression ratio = (49.9+6.236)! 6.236
= 9.001:1
For .75 mm variation:
The volume reduced is
* 1.9452* 0.075=.891cc
Therefore the clearance volume= 5.939cc
And compression ratio = (49.9+5.939)/5.939
= 9.40:1
For 1 mm variation:
The volume reduced is
* 1.9452* 0.1=1.188cc
Therefore the clearance volume= 5.642cc
And compression ratio = (49.9+5.642)/5.642
= 9.844:1
For 1.5 mm variation:
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The volume reduced is

* 1.9452* 0.1=1.782cc
Therefore the clearance volume= 5.048cc
And compression ratio = (49.9+5.048)/ 5.048
= 10.88:1

For 2 mm variation:
The volume reduced is
* 1.9452* 0.1=2.376cc
Therefore the clearance volume= 3.924cc
And compression ratio = (49.9+3.924)/3.924
= 13.71:1

4.2 CALCULATION FOR MAXIMUM LOAD ON ECCENTRIC SLEEVE

The maximum load conditions on the eccentric sleeve can be calculated from the maximum
load conditions of the crank shaft bearings. This process is a reverse process. From the
bearing number of the existing bearings the maximum load conditions are calculated. This
load is then applied for the analysis of the eccentric sleeve.
Calculation of the bearing load:
The bearing available is bearing 6302 (SKF)
Details of the bearing:
ISI no: 15BCO3
Inner diameter Di = 15 mm
Outer diameter Do = 42 mm
Width

W = 13mm

Static capacity Co = 520 Kgf

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Dynamic capacity C= 880 Kgf

Maximum permissible speed = 16000 rpm

c/p=(L)1/k
Here K=3 (for ball bearings)
Required life of bearing in million revolutions L = 105 revolutions
880/P= (105)1/3

No axial load,
Fa = 0;
Fa/Fr <= e;
X=1; Y=0;
X-Radial factor
Y-Th rust factor
P= (XVFr + YFa) S
V- Rotational factor
S-Service factor
P = (XVFr + YFa)
= 1*1*Fr + 0*Fa
=18.95 Kgf
This is the maximum load obtained from the reverse design of the crank shaft bearing, this is
load is applied to the eccentric sleeve and analysis is done using ANSYIS.

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CHAPTER 5
FINITE ELEMENT ANALYSIS OF THE ECCENTRIC
SLEEVE
With the arrival of powerful personal computers, the concept of numerical mathematics
has taken a new turn. Higher speed of computation combined with very smart algorithms
proves to be excellent combination for virtual analysis mechanical systems. Finite element
method is one such numerical algorithm is once such longstanding numerical method.
5.1 INTRODUCTION TO FEA
Finite element (FE) method has become a powerful tool to the numerical solution of a
wide range of engineering problems. Applications range from deformation and stress analysis
of automotive, aircraft, building and bridge structures to field analysis of heat flux flow and
magnetic flux problems.
With advances in the computer technology and CAD, complex problems can be modeled
and analysis carried out. Finite element analysis consists of discretizing the elements. The
material properties and governing relationships are considered over these elements and
expressed in terms of unknown values at element comers. An assembly process, duly
considering the loading and constraints, results in a set of equations. Solution of these
equations gives us the behavior of the model.
The structure being analyzed is divided into smaller elements that are connected at the
nodes. From the displacement at each node, the stress in each element can be calculated. This
equation can most conveniently be, written in matrix form for simplicity of writing a
computer program. The reliability and accuracy of the solution depends on the assumptions
made of the loads and boundary conditions, and the accuracy of the elements for the given
problem.
5.2 ANALYSIS USING ANSYS
ANSYS is a general purpose finite element modeling package for numerically solving a
wide variety of mechanical problems. These problems include: static/dynamic structural
analysis (both linear and non-linear), heat transfer and fluid problems, as well as acoustic and
electro-magnetic problems. In general, a finite element solution may be broken into the
15

following three stages. This is a general guideline that can be used for setting up any finite
element analysis.
Preprocessing
Defining the problem; the major steps in preprocessing are given below:

Define key points/lines/areas/volumes

Define element type and material/geometric properties

Mesh lines/areas/volumes as required

The amount of detail required will depend on the dimensionality of the analysis (i.e. 1 D, 2D,
axi-symmetric, 3D).
Solution
Assigning loads, constraints and solving; here we specify the loads (point or pressure),
constraints (translational and rotational) and finally solve the resulting set of equations.
Post processing
Further processing and viewing of the results; in this stage one may wish to see:

Lists of nodal displacements

Element forces and moments

Deflection plots and Stress contour diagrams.

Thus the ansys software is used to determine the designed sleeve is safe or not by applying
the maximum load on the sleeve the results have to be analysed.

16

CHAPTER 6
FABRICATION
As a part of the project the variable compression ratio engine was fabricated by
modifying the available TVS50 engine by eccentric sleeve arrangement. Various steps
involved in the fabrication of the variable compression ratio engine are
Reconditioning the old engine
Setting up test bed
Assembling dynamometer and engine on test bed
Testing the performance of conventional engine
Replacing the existing bearings with eccentric sleeves
Testing the performance of variable compression ratio engine

17

CHAPTER 7
CONCLUSION
The thermal efficiency of spark ignition engine could be increased, by increasing the
compression ratio. However, compression ratio could be increased only up to the point above
which knocking occurs. Actual fuel consumption can improved for each unit increase of
compression ratio over the compression ratio range of 6.6 to 13.6.In the project phase-1 we
had calculated the maximum load on eccentric sleeve, theoretical value of compression ratio
for the lift of crankshaft axis and in fabrication segment reconditioning of the engine is
carried out.

18

CHAPTER 8
BIBLIOGRAPHY
1. Internal Combustion Engines by V.Ganesan
2. Young S T, R W Prayer," Testing of internal combustion engines",
3. Internal Combustion Engine in Theory and Practice by Charles Fayette Taylor
4. "Fifth national conference on IC engines and combustion", published by Regional
engineering college, 1978.
5. Bearing Design in Machinery: Engineering Tribology and Lubrication (Dekker Mechanical
Engineering by Avraham Harnoy
5. PSG Data book

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