1.

TITLE
Design of mechanism for changing the compression of IC engine automatically, during engine
operation

2. INTRODUCTION
As the market analysis concludes that the demand for petrol is increasing day by day. Also, the
fact that the petrol is non-renewable source of energy, which is heading towards getting extinct.
So use of petrol along with the readily available source of energy/fuel should be incorporated.
Since another fuel along with petrol is required, so another engine should be made for the same.
But the cost for another engine may be unbearable, also the user comfort matters. But the user
cannot replace engine of his own vehicle whenever different fuel is available. Today, in the
market there are engines available in which the compression ratio is automatically adjusted as
per different fuel, while operation. But there are drawbacks in those mechanisms as well. They
are either very complex to maintain or large in size to make it difficult to fit in the available
space size.
Also ethanol is a readily available fuel, also it is safer for the environment as compared to
petrol. So, as mentioned that the engines are available for petrol and ethanol, for utilizing them
both in a single engine, by changing the compression ratio. Since they are complex, the
requirement was to, come up with a different and innovative approach.
The solution mentioned below is to introduce a piston above the cylinder at a safe distance
from the valves. Now the piston is controlled by the stepper motor via a mechanism.
The control of the piston by stepper motor makes it more feasible, also it is compact.

3. NEED OF CHANGE OF COMPRESSION RATIO:

Efficiency of engine: By changing the compression ratio of the engine, it can enhance the
engine to produce more output, hence proportionally increasing the efficiency of the engine.
By the use of Ethanol and Petrol, and altering the compression ratio as per the flow volume as
well as calorific value of these fuels, better efficiency can be achieved, as compared to
traditional core IC petrol engines, which works on Otto cycle.

Performance: Use of altering compression ratio will help the engine to produce power. Since
the compression ratio is adjusted on par with the density of the fuel and its calorific value, this
will make the engine to have smooth alteration in compression ratio. This will improve the
efficiency as well as the performance.

Knocking: Many of the patents when reviewed, concluded that the compression ratio changing
leads to the intense knocking of the engine, which further may result in damage of the piston,
cylinder or breaking of the connecting rod, which is really difficult to manage during the engine
operation. Hence the solution which is being implemented in such a way that the mechanism
will produce no or minimum knocking, that will not affect the health of the inner lining of the
cylinder neither will it affect the piston and connecting rod.

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 4. LITERATURE SURVEY

Patent Explan Diagram Pros Cons

No. ation
US20 One end of the - Controlling - Side forces
11010 supporting compressio may occur in
7998 arm is hinged n ratio by the cylinder
onto the crank changing due to more
A1 shaft box with the angle traversed
the power crankshaft by the
output is feasible connecting rod.

- Wide range - Solid

of supporting
compressio arm increases
n ratio from the overall
8:1 to 20:1. weight.

- Simply
supported
beam for
supportin
g arm
US702 An adjustable - Engine - Hydraulic
8647B 4 bar link compressio plunger takes
system n ratio may time to adjust
2
extends be changed - Side forces
between the in robust increased when
links of the manner the hydraulic
large end and - Desired plunger is in
the small end compressio operation
of the n ratio - Cannot
connecting rod detection withstand
buckling
forces,
especially
when more
torque is
required

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US005 Self-adjusting - Perfect - The piston
136987 piston by the control over needs to
use of piston overcome the
A
hydraulic movement. hydraulic
cylinder. - Two pressure
Valves additional exerted by the
attached to the check plunger
chambers, valves are - Since the
control the oil provided to piston has
flow inside the replenish partial area in
chamber the lost oil contact of the
- No or low chamber,
side forces deformation
encountere due to
d in the compressive
cylinder stress is more
likely to occur
- The hydraulic
cylinder will
reduce the
operating
speed of the
piston.
US005 The - Design is - Failure in gears
908014 connecting rod compact can cause
is mounted at and simple problems in
A
crankshaft - More focus engine
on the - Due to gear
mechanical more heat is
things generated
rather than inside the
electronics engine
- It will take
more time for
repairing

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 5. Prospective Designs
5.1 Proposed Model 1 : Changing crank shaft length using spring

Fig. 1 - 2-D Sketch of Proposed Model 1

Table 1 – Components in Proposed model 1

ITEM PART NUMBER DESCRIPTION QTY
NO.
1 Main Shaft This is the shaft which is driving 1
the wheel
2 Spring This is the spring which will use 8
to change length of connecting
rod according to the speed
3 Cylinder This is the cylinder of engine in 1
which piston is moving
4 Connecting Rod This connecting rod is used in 4
engine that connects piston to
crank shaft
5 Piston This is the piston used in engine 4

In this model, the changes are made in the crankshaft. The adding of spring in crankshaft in vertical
direction will increase the speed, which will increase the length of the spring, due to centrifugal force
and which will ultimately increase compression ratio. The main drawback of the idea was that it
couldn’t control the length of spring, which should not only vary with speed but also with percentage
of ethanol in fuel.

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5.2 Proposed Model 2 : Changing crank shaft length using piston

Fig. 2 - 2-D Sketch of Proposed Model 2

Table 2 – Components in Proposed model 2

ITEM NO. PART DESCRIPTION QTY
NUMBER
1 Main Shaft This is the shaft which is 1
driving the wheel
2 Auxiliary This is the piston and cylinder 8
Piston and which can be used to change
Cylinder connecting rod length
according to speed.
3 Cylinder This is the cylinder of engine 1
in which piston is moving
4 Connecting This connecting rod is used in 1
Rod engine that connects piston to
crank shaft
5 Piston This is the piston used in 1
engine

In this solution it is the adding of linear actuator (preferably piston and cylinder arrangement) in
crankshaft in vertical direction so that when the speed will change according to the percentage of
ethanol in fuel, the linear actuator can operate and change the length of crankshaft accordingly.
The main drawback of the idea was the requirement to add actuator to each and every piston and
also maintenance of that system was hard.

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5.3 Proposed Model 3: Changing piston travel using fluid

Fig. 3 - 2-D Sketch of Proposed Model 3

Table 3 – Components in Proposed model 3

ITEM NO. PART DESCRIPTION QTY
NUMBER
1 Main Shaft This is the shaft which drives the 1
wheel
2 Spring This is the spray which is used to 2
change the length of connecting
rod according to the speed.
3 Cylinder This is the cylinder of the engine 1
in which piston is oscillating
4 Hydraulic These are the plungers that will 2
Plunger put extra fuel to the engine
5 Minor Piston This is the minor piston which is 1
used to increase and decrease the
swept volume
6 Space for This is the extended part of 2
fluid cylinder where the fluid will be
poured according to the need of
compression ratio
7 Piston This is the main piston of the 1
engine

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In this model the restriction of piston travel using the fluid is taking place. This solution extends the
volume of the cylinder which was sealed and also extends the piston till the maximum swept volume
and using of hydraulic plunger for the fluid from top side of cylinder. If the model has to restrict the
piston sweeping area, then the fluid poured to extend the chamber will restrict the extended piston
parts that will ultimately lead to restriction of the main piston. The main drawback of this model was
if the piston faces any restriction the engine ultimately stops and hence the solution deviates from the
primary purpose of the engine.

5.4 Proposed Model 4: Changing connecting rod length using electromagnet

Fig. 4 - 2-D Sketch of Proposed Model 4

Table 4 – Components in Proposed model 4

PART
PART NUMBER DE SCRIPTION QTY.
NO.
1 Piston This is piston used an engine 1
This is the cylinder of engine in which piston is
2 Cylinder moving 1

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 This is connecting rod connected with piston and
3 Connecting Rod 1
crank shaft
Those are the actuator of the mechanism which will
Electromagnets
4 come closer when electricity will be supplied. 2

5 Rack and Pinions This is pair of rack and pinion 2

This are spring actuated stoppers which are getting

6 Stoppers 2
pressed when pinion comes on it

In this model the usage of electromagnet is made in such a way that it will lead to the length
adjustment of the connecting rod. This involves the usage of electromagnet and the stoppers which
combines together to reduce and increase the length of the connecting rod based on requirement
of compression ratio. By this the mechanism actually changes the length of the connecting rod
hence leading to change the swept volume. The major drawback of the engine is when heavy
impact of piston takes place on the electromagnet the electromagnet won’t be able to sustain the
force, hence the desired compression ratio won’t be attained.

5.5 Proposed Model 5: Changing piston travel using vacuum

Fig. 5 - 2-D Sketch of Proposed Model 5

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 Table 5 – Components in Proposed model 5
ITEM NO. PART NUMBER
1 Piston
2 Cylinder
3 Connecting Rod
4 Vacuum Pump
5 Crank Shaft
DESCRIPTION QTY
This is the main piston used in engine 1
This is the cylinder of the engine in 1
which piston is oscillating
This is the connecting rod that is used 1
in the engine that connects the piston
These are the pipes through which the 2
vacuum will be created. They will
such and release the air according to
the requirement of swept volume.
This is the main crank shaft of engine 1

In this model, the reduction of the piston travel to change the compression ratio is proposed. This
model has an added vacuum pump below the piston from where it will suck air to restrict the piston
to move upward and release the air to allow piston to travel mere. The major drawback of this
system was the restriction of motion of piston the engine will not work, as the crankshaft will
rotate fully.

5.6 Proposed Model 6: Changing clearance volume using auxiliary piston

Fig. 6 - 2-D Sketch of Proposed Model 6

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 Table 6 – Components in Proposed model 6

This model changes the clearance volume by adding an additional piston and cylinder over main
cylinder and piston arrangement. This auxiliary piston will move according to the speed of engine
and percentage of ethanol in fuel. The mechanism to move the auxiliary piston will be worm wheel
and helical gear pair to take the load coming after the blast and does not affect the position of
auxiliary piston. The worm gear will be mounted on stepper motor.

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6. SELECTION OF BETTER OPTION:
A feasible possible option was to be chosen so that the requirements are met for changing
the compression ratio while the engine is in operation. Also to choose a mechanism that
can be easily assembled and dismantled, also be repaired if in case anything goes wrong.
So the mechanism which is being chosen, from the above mentioned mechanism,
considering the feasibility and ease of controlling the compression ratio.

6.1 Pros and Cons:

Pros:
1. This mechanism consist of only single actuator.
2. This mechanism take load coming after blast compared to other mechanisms.
3. This mechanism can work better in the environment around engine compared to other
mechanisms.
4. This mechanism is operated using two inputs which will make mechanism more
accurate.
5. Engine with this mechanism will be easier to maintain and repair.

Cons:
1. This mechanism increases the size, specifically height of the engine.
2. In this mechanism the mounting of motor will be on outer part of engine casing that
can cause problem.
3. Failures in gears can lead to failure in changing compression ratio.
4. This mechanism could not be installed in existing engines.

6.2 Limitations:
1. Compression ratio can only be varied to the length of piston + length of cylinder.
2. Size of engine using this mechanism cannot be kept same as of normal engine.
3. Use of worm gear is mandatory to take the load coming after blast.
4. This mechanism cannot be fitted inside the engine

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7. FINAL SOLUTION:
7.1 Design:

Fig. 7 – 3-D Isometric view of Final Model

Fig. 8 – 3-D Top view of Final Model

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 Fig. 9 – 3-D Side view of Final Mode

Fig. 10 – 3-D Front view of Final Mode

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 7.2 Working:

Fig. 11 – Bubbled Draft of Final Mode

In reference to Fig. 11, it consists of one stepper motor (NEMA 34) which is mounted on engine
casing above the crank shaft using an L type motor mount . It is the main actuator of this
mechanism. It is having one worm gear attached with its shaft by press fit as well as there is a
dent on motor shaft on which the bolt going through the worm gear is fixed.

To that worm gear there is one helical gear attached. The shaft of the helical gear is mounted on
engine casing. On that shaft the bearing is attached and on that bearing the helical gear is fixed.
To that helical gear another helical gear of bigger diameter is attached. The first gear acts as pinion
to this big gear. The bigger gear is the driving gear to the auxiliary crank shaft. The auxiliary crank
shaft is simply supported over two bearing blocks which are fixed on the engine casing.

The auxiliary crank shaft is fixed with big worm gear using key and slot type joint. The auxiliary
connecting rods are attached to the auxiliary crank shaft which is further connected to auxiliary
piston using auxiliary piston pin. All the auxiliary connecting rods are at same angles as the
changes done must be equal in all cylinders.

As the stepper motor will rotate it will rotate worm gear (10) attached to it. The worm gear will
rotate the pinion or small gear and that will further rotate the big gear. The rotation of big gear will
cause the rotation of auxiliary crank shaft which will further move the auxiliary pistons in cylinder
and change the volume of cylinder. When the blast will take place the self-locking advantage of
worm gear will help to restrict auxiliary piston to move.

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Table 7 – Components in bubbled draft of Final Model

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7.3 Components used and their description:

1. Stepper Motor (NEMO 34) Fig. 11(9): This motor is the main and only actuator of the
mechanism. This motor is having step angle of 1.8 degree. The holding torque of this
motor is 85kgcm and is bipolar mode. It has phase current of5Amp. The rotor inertia
of motor is 2700gcm2. The weight of the motor is 3800 gm. It can take radial force up
to 220N and axial force up to 60 N. It can work under ambient temperature of -20 to
90 degree Celsius. It will help us to precisely move the piston.

2. Helical Gear Pair Fig. 11(11): This is helical gear used to transmit motion and to sustain
load coming on motor shaft directly. This is consist of a small gear which is attached
with worm gear mounted on shaft of the motor. This acts as a pinion to the big gear.
The big gear is not a full circular gear. It is a half gear because only that much is
required and will help to reduce the space taken by the mechanism.

3. Bearing blocks with bearing Fig. 11(14, 15, 16, and 17): Bearing blocks are used to
support the auxiliary crank shaft and worm gear. They are mounted on engine casing.
The bearing block 14 is used for auxiliary crank shaft and is fixed on the top of engine.
The bearing block 17 is used to support worm gear and is mounted on vertical wall of
casing above main crank shaft.

4. Piston and Cylinder arrangement Fig. 11(7 and 8): This is auxiliary piston and auxiliary
cylinder pair which is fixed with auxiliary crank shaft. There are 4 such pairs over each
main cylinder. This pair is used to reduce the volume inside the main cylinder. They
all are fixed at same angle at the crank that means the big end of each connecting rod
is fixed at a concentric shafts. This will help to equally move auxiliary piston in all
main cylinders.

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8. CONCLUSION
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. The inclusion of some mechanism to adjust the compression ratio of an
engine is not a new concept. Many engine manufacturers continue to develop VCR
engine technology. This present research work was taken up with the objective of
conducting extensive investigations on performance parameters and emission
characteristics of SI engine using ethanol-gasoline blends in varying volumetric ratios
in a multi cylinder 4- stroke gasoline engine. The above research based project helped
the user to manually change the compression ratio of engine without much effort. This
project also reveals the feasible method to change the compression ratio without
occupying much space and weight. The above research based project can be used as
an ideal for making further changes and applying the principles for the new upcoming
fuels according to their calorific value.

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9. OUTCOMES
The outcomes of this internship are mentioned as follows:
1. Got an experience on how to analyze existing patents. Also differentiating the
patents based on pros and cons for narrowing the point of focus, in order to create
a more feasible mechanism for automatic change in compression ratio of engine
during operation.
2. Also understood on how to create a draft for patent.
3. Patent is prepared and submitted for approval

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REFERENCES
• https://patents.google.com/patent/US20110107998A1/en
• https://patents.google.com/patent/US7028647
• https://patentimages.storage.googleapis.com/pdfs/US5136987.pdf
• https://patentimages.storage.googleapis.com/pdfs/US5908014.pdf
• https://books.google.co.in/books/about/Engineering_Thermodynamics.html?id=9
1MZ2ZOb3n8C
• https://books.google.co.in/books/about/Theory_of_Machines.html?id=RWWgwV
oSBWwC
• https://www.ijraset.com/fileserve.php?FID=11344
• https://grabcad.com/library/single-engine-mechanism-1
• https://deepblue.lib.umich.edu/
• https://patents.google.com/patent/US6450136

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