Recent Development in engine subsystems

of IC Engines
-Akhilesh Prasad
(17BME1032)

Introduction
An engine has a number of systems that help it do its job of converting fuel into motion. Most
of these subsystems can be implemented using different technologies, and better technologies can
improve the performance of the engine. Here's a look at all of the recent developments in the
subsystems used in modern IC engines.

Variable Compression Ratio

Variable compression ratio can offer a number of benefits, such as limiting the required peak
firing pressure in diesels and counteracting the efficiency loss due to knock in spark ignited engines.
The mechanisms for varying engine compression ratio include a two-step system where a low or a
high compression ratio can be selected or a continuously variable compression system. Most two-
step systems utilize a variable length connecting rod, while a variety of mechanisms have been
proposed for continuously variable systems.

AVL System
AVL’s two step variable compression ratio system uses a telescopic connecting rod, Figure 1.
Actuation is by gas or mass forces. Inertia force FM and gas force FG are used to lengthen and shorten
the connecting rod. The translatoric joint shortens the connecting rod when the resultant shaft force
FR is toward the center of the crankshaft (FG > FM) and extends the connecting rod when it is in the
opposite direction (FG < FM). Limit stops define the minimum and maximum connecting rod length.
To “hold” one of the two positions, oil is transferred into the volumes below or above the translatoric
joint. A control system signals when a change in connecting rod length is required.
Infiniti's Variable-Compression Engine
Infiniti's newest engine is an engineering marvel. The VC-T engine (for "variable compression,
turbocharged") can adjust its compression ratio between 8:1 and 14:1 on the fly, offering high-
compression efficiency under light loads and the low compression needed for turbocharged power
under hard acceleration.

The heart of the operation is the pivoting mechanism, where each piston's attachment to the
crankshaft can be rotated to alter how high the piston reaches at the top of each upward stroke. But
there's more to it than that. The system reduces friction by altering the angle of the connecting rod
on the downward stroke. Complex fuel and exhaust routing help to maximize the engine's efficiency.

Homogeneous charge compression ignition

Homogeneous charge compression ignition (HCCI) is a form of internal combustion in which
well-mixed fuel and oxidizer (typically air) are compressed to the point of auto-ignition. As in other
forms of combustion, this exothermic reaction releases energy that can be transformed in an engine
into work and heat.

HCCI combines characteristics of conventional gasoline engine and diesel engines. Gasoline
engines combine homogeneous charge (HC) with spark ignition (SI), abbreviated as HCSI. Diesel
engines combine stratified charge (SC) with compression ignition (CI), abbreviated as SCCI.As in HCSI,
HCCI injects fuel during the intake stroke. However, rather than using an electric discharge (spark) to
ignite a portion of the mixture, HCCI raises density and temperature by compression until the entire
mixture reacts spontaneously.

Stratified charge compression ignition also relies on temperature and density increase
resulting from compression. However, it injects fuel later, during the compression stroke.
Combustion occurs at the boundary of the fuel and air, producing higher emissions, but allowing
a leaner and higher compression burn, producing greater efficiency.
Advantages
• Since HCCI engines are fuel-lean, they can operate at diesel-like compression ratios (>15), thus
achieving 30% higher efficiencies than conventional SI gasoline engines.
• Homogeneous mixing of fuel and air leads to cleaner combustion and lower emissions. Because
peak temperatures are significantly lower than in typical SI engines, NOx levels are almost
negligible. Additionally, the technique does not produce soot.
• HCCI engines can operate on gasoline, diesel fuel, and most alternative fuels.
• HCCI avoids throttle losses, which further improves efficiency.
Disadvantages
• Achieving cold start capability.
• High heat release and pressure rise rates contribute to engine wear.
• Autoignition is difficult to control, unlike the ignition event in SI and diesel engines, which are
controlled by spark plugs and in-cylinder fuel injectors, respectively.
• HCCI engines have a small power range, constrained at low loads by lean flammability limits and
high loads by in-cylinder pressure restrictions.
• Carbon monoxide (CO) and hydrocarbon (HC) pre-catalyst emissions are higher than a typical
spark ignition engine, caused by incomplete oxidation (due to the rapid combustion event and
low in-cylinder temperatures) and trapped crevice gases, respectively.

VTEC
VTEC (Variable Valve Timing & Lift Electronic Control) is a system developed by Honda to
improve the volumetric efficiency of a four-stroke internal combustion engine, resulting in higher
performance at high RPM, and lower fuel consumption at low RPM. The VTEC system uses two (or
occasionally three) camshaft profiles and hydraulically selects between profiles. It was invented by
Honda engineer Ikuo Kajitani. It is distinctly different from standard VVT (variable valve timing)
systems which change only the valve timings and do not change the camshaft profile or valve lift in
any way.

Working Principle
The VTEC system provides the engine with valve timing optimized for both low and high RPM
operations. In basic form, the single cam lobe and follower/rocker arm of a conventional engine is
replaced with a locking multi-part rocker arm and two cam profiles: one optimized for low-RPM
stability and fuel efficiency, and the other designed to maximize high-RPM power output.

The switching operation between the two cam lobes is controlled by the ECU which takes
account of engine oil pressure, engine temperature, vehicle speed, engine speed and throttle
position. Using these inputs, the ECU is programmed to switch from the low lift to the high lift cam
lobes when certain conditions are met. At the switch point a solenoid is actuated that allows oil
pressure from a spool valve to operate a locking pin which binds the high RPM rocker arm to the low
RPM ones. From this point on, the valves open and close according to the high-lift profile, which
opens the valve further and for a longer time. The switch-over point is variable, between a minimum
and maximum point, and is determined by engine load.
References
http://www.dsf.my/2017/12/infinitis-variable-compression-turbo-engine-explained-in-detail/

https://www.dieselnet.com/tech/engine_variable_cr.php

https://www.roadandtrack.com/new-cars/car-technology/a15942295/heres-exactly-how-infinitis-
variable-compression-engine-works-and-why/

https://en.wikipedia.org/wiki/Homogeneous_charge_compression_ignition

https://en.wikipedia.org/wiki/VTEC