Variable Volume Engine Report

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ABSTRACT
Variable Volume Engine
The volume of Variable volume engine is not constant. In the variable Volume
four stroke engines, during the two strokes there will be one volume and during
the other two strokes, there will be another volume. The main aim of this engine
is to achieve a combined advantage of the variable compression ratio and
supercharging. It is observed that overall efficiency of the engine also increases.
Thus variable volume engine has the advantage of the increased volumetric
efficiency due to supercharging and the increased efficiency of the engine due
to both supercharging and variable compression ratio. This concept was
published in World Congress on Engineering, 2010, London (UK).
Chapter-1

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INTRODUCTION
The present trend of increasing volumetric efficiency is by supercharging and turbo charging.
In the above method, compressor is run to supply compressed air fuel mixture to the engine.
In Turbocharger this compressor is driven by the turbine which utilizes the exhaust gases. In
Supercharger direct power is required to run the compressor and this power is obtained from
flywheel. The method used for obtaining variable compression ratio is by means of three
links connecting the crank and the piston. However supercharged engine presently does not
have the advantage of variable compression ratio. The purpose of the variable volume engine
is to get a combined advantage of supercharging and the variable volume compression ratio
and thereby getting an increased efficiency for the engine. However it is not the method of
just attaching a turbo charger with the variable compression ratio engines. The combined
advantage is obtained only by a single arrangement. The volume of the engine is not constant
during all the four strokes and so the name, ‘variable volume engine’ is given.
The main aim of this engine is to achieve a combined advantage of the variable compression
ratio and supercharging. It is observed that overall efficiency of the engine also increases.
Thus variable volume engine has the advantage of the increased volumetric efficiency due to
supercharging and the increased efficiency of the engine due to both supercharging and
variable compression ratio.
Chapter -2

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CONSTRUCTION OF THE VARIABLE VOLUME ENGINE
In addition to the conventional engine cylinder and the piston, this engine will be having one
or two sub pistons in the extended cylinder and a lock mechanism to control the motion of
these sub pistons.
2.1 Sub Pistons and Extended Cylinder
These extended cylinders are present below the combustion chamber in the main
conventional cylinder. Sub pistons are present inside these extended cylinders. Without these
extended cylinders, conventional cylinder looks like a cylinder with holes that are made on its
external surface. The motion to the sub pistons are given by a cam which will be connected to
the crank shaft of the engine. From the sub pistons, a shaft is connected to the cam. In
between this arrangement, a spring is connected between the mass and the extended cylinder.
These sub pistons slide inside the extended cylinders. These sub pistons will be in motion
during suction stroke and the compression stroke of the main piston. But power and exhaust
strokes motion of sub pistons is restricted by the Lock Mechanism. By doing this type of
motion of sub pistons, the overall suction volume increases but at the end of compression
stroke final volume will be same as that of conventional engines. This gives an increase in
volumetric efficiency. The top surface of the sub piston is concave. This surface will coincide
with the inner surface of the cylinder to form the combustion chamber volume as in
conventional method. The design of the sub pistons is not similar to the main piston since it is
not used for mechanical power development. During power stroke of the main piston, the
cylinder acts as a conventional cylinder by lock mechanism. Gas power will not act on these
sub pistons. Rings are also present in the sub pistons. The gap between the sub piston surface
and the rings are closed only at the connecting point of the extended cylinder and the main
cylinder. This will be by means of the small extended slots that project from the main
cylinder. If it is not closed, this may cause damage to the piston rings of the main piston.

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Fig. 2.1 Sectional view of Extended Cylinders
2.2 Lock Mechanism
The extended cylinder at their bottom consists of a slotted cut. A lock will be present through
this slot. The working of this lock will be by spring and the cam. There is a sliding surface on
one side of the lock. Another surface will be straight and flat. This sliding arrangement
allows the sub piston to move towards the main cylinder i.e. piston will slide over the lock
and spring gets compressed. Since another surface is straight, lock will not allow the piston to
move apart from the main cylinder. On compressing spring by cam, the lock will come down
and then only the piston will move from the main cylinder without any obstacle.
Fig. 2.2 -Lock Mechanism
Chapter -3
WORKING

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Gas will expand only in the main piston. Thus mechanical power is transmitted to the
flywheel only through the main piston. The volume of the cylinder during the starting of the
power stroke is the combustion chamber volume. This is same as conventional engine. Then
exhaust stroke starts and exhaust gas is allowed to escape out through exhaust valve. Then
suction stroke starts. During this stroke, main piston sucks the air or air fuel mixture. Along
with the main piston, sub piston also sucks air or air fuel mixture. The motion to the sub
piston is given by the cam shaft through cam against the spring load. As the sub piston sucks
air or air fuel mixture, the lock is pressed down from the slot by another cam. At the end of
the suction stroke, the volume of the cylinder is sum of volume of the main cylinder and the
volume of the extended cylinders. This will be the volume at the start of the compression
stroke. Compression starts from this volume and ends at the conventional combustion
chamber volume.
During this stroke along with the main piston, sub pistons also compress the air or air fuel
mixture. The motion to the sub piston is due to the expansion force of the spring. During the
forward motion of the sub piston, it slides over the lock and compresses the air or air fuel
mixture. At the end of the compression stroke, sub-piston will be locked by the lock
mechanism. Thus power acts only on the main piston.
Thus this cycle continues and during the other two strokes, the sub pistons will not be under
motion. These sub pistons due to the lock will not move during gas burst arising at the power
stroke. At last, the power is only developed on the main piston.
3.1 Lock Mechanism
At the instant when the main piston crosses the axis of the extended cylinders, the sub pistons
start to suck the air or air fuel mixture. Otherwise the movement of the sub pistons will not
result in suction thereby causing only vacuum below the piston. This results in causing
opposing force to the engine. When the main piston crosses the extended cylinder, then the
piston rings of the main piston may get affected. Thus the extended slot of the main cylinder
must have some smooth edges so that piston rings of the main piston will not get affected.
Suction Volume = Suction in main Cylinder and Extended Cylinders

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Also there won’t be any problem on splashing and cleaning of the lubrication oil along the
main cylinder’s extended surface area. When the oil ring comes in contact with the concave
surface of the sub piston, oil is transferred to the sub cylinder assembly and further when the
main piston moves downwards, the other compressor rings of the main piston will clear the
oil from the sub piston surface while crossing.
Fig. 3.1 - Assembled setup of Variable Volume Engine
3.2 Supercharging
Supercharging is the process of increasing the volumetric efficiency of the engine. A
supercharger is an air compressor that increases the pressure or density of air supplied to an
internal combustion engine. This gives each intake cycle of the engine more oxygen, letting it burn
more fuel and do more work, thus increasing power. The present mode of increasing the
volumetric efficiency is by turbo charging. Through the expansion of exhaust gas, some work

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is derived by the turbine. This work is used to run the compressor separately. This
compressor compresses the air or air fuel mixture, and supplies it to the main cylinder under
pressure.
In variable volume engine, this whole process is carried out by the sub pistons. When
compression stroke starts, motion to these sub pistons is given and when these sub piston
moves along with the main piston, it sucks the air or air fuel mixture. Thus when compared to
the conventional engine, variable volume engine takes in more air or air fuel mixture. At the
end of the compression stroke, the combustion chamber volume is same as in the convention
engine. This is due to the reverse movement of the sub pistons. Thus supercharging is
achieved by single arrangement rather than using compressor and turbines. By controlling the
extended volume i.e. by controlling the stroke length of the sub pistons, some amount of air
or air fuel mixture is drawn inside the cylinder. Usually feedback from the speed of the
engine is given to control the amount of extra air or air fuel mixture by supercharging.
3.3 Variable Compression Ratio
Compression ratio is defined as the ratio of total volume to combustion chamber volume.
Usually, engines will have constant compression ratio. In order to make variable compression
ratio, either total swept volume or the volume of combustion chamber should be made
variable. In the present mode, combustion chamber volume is made variable. This is achieved
by adjusting the TDC.
In variable volume engine, total volume is made variable. When compression stroke starts,
volume of the engine gets increased. Thus compression ratio in variable volume engine is
defined as the ratio of sum of volume of main cylinder and extended volume (due to sub-
piston) to the combustion chamber volume.
Modified Compression Ratio (rm) = Total Volume
Clearance Volume
Where  Total Volume = Volume of main cylinder and sub cylinders
Thus in order to make compression ratio a variable, stroke length of the sub pistons is
adjusted to control the extended volume. Increasing the stroke length leads to an increase in

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the extended volume, thus increasing the compression ratio. Thus variable compression ratio
and supercharging can be achieved by this variable volume engine by using sub pistons. The
only condition is that the inlet valve should be closed. Otherwise sub pistons will not
compress but will force the air or air fuel mixture through inlet valve.
Chapter – 4
MODIFIED OTTO AND DIESEL CYCLE

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The cycle experienced in the cylinder of an internal combustion engine is very complex.
First, air (CI engine) or air mixed with fuel (SI engine) is ingested and mixed with the slight
amount of exhaust residual remaining from the previous cycle. This mixture is then
compressed and combusted.
4.1 Otto Cycle
The cycle of a four-stroke, SI, naturally aspirated engine at WOT ( Wide Open Throttle ).
This cycle is used in most automobile engines and other four-stroke SI engines. For analysis,
this cycle is approximated by the air-standard cycle shown in Fig. 4-l. This ideal air-standard
cycle is called an Otto cycle, named after one of the early developers of this type of engine.
The intake stroke of the Otto cycle starts with the piston at TDC and is a constant-pressure
process at an inlet pressure of one atmosphere (process 6-1 in Fig. 3-1). This is a good
approximation to the inlet process of a real engine at WOT.
Fig. 4.1- Ideal Air-Standard Otto Cycle, (6-1-2-3-4-5-6)
4.1.1 Modified Otto Cycle

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In order to find the work done by modified Otto cycle, suction temperature is required. Thus
temperatures at all the stages are found out using this suction temperature and compression
ratio. Then work done by the cycle and efficiency of the cycle can be found.
Fig. 4.2 – Modified Otto Cycle
6 – 5 —› Suction Process
5 – 2 —› Isentropic Compression Process
2 – 3 —› Constant Volume Heat Addition Process
3 – 4 —› Isentropic Expansion Process
4 – 1 —› Constant Volume Heat Rejection Process
Let us consider that all suction temperature and volume to be known. Let,
r = Actual compression ratio
rm = modified compression ratio
Q = Actual heat input in kJ
Q1 = increased heat input in kJ
a = Extended volume in m3
Cf = calorific value in kJ/kg
Vn = volume of cylinder at different stages in m3.
Tn = temperature of charge at different stages in K

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Cv = Specific heat in kJ/kg K
m = mass of charge in kg
η = Overall efficiency
Q° = (V+a) × Cf/15 = Q + Q1
Q1 represents the increased Heat due to supercharging
Q represents the conventional Heat (if Main piston sucks Air- Fuel mixture)
Where ‘a’ is the extended volume and CV is the calorific value and considering specific ratio
as 1:14
Q1 = (V-a)Cv/15
From The graph it is known that V1/V2 = r and V5/V2 = rm
Also V5 = 5(V1/4)
rm = 5 V1/4V2
Hence rm = 5r/4 ____________________________________________(1)
T2/T1 = (V5/V2) (γ-1)__________________________________________(2)
Thus (V5/V2) = (rm) (γ-1)_______________________________________(3)
Substituting (3) in (1),
(V5/V2)(γ-1)= (5/4) (γ-1) × r (γ-1)___________________________________(4)
T2/T1 = (5/4) (γ-1) × r (γ-1)
Hence, T2 = (5/4) (γ-1) × r (γ-1) × T1 ______________________________(5)
Due to SUPERCHARGING, Q gets increased by Q + (Q1)
Q = m × Cf
Q° = CvdT
Q° = Cv (T3 – T2)
Q° + Q°/4 = Cv (T3 – T2)
T3 = {(Q+Q1)/Cv} + T2 _______________________________________(6)
T3 = {(Q+Q1)/Cv} + (5/4) (γ-1) × r (γ-1) × T1 _______________________(7)
We know that,
T4 = T3 × (V2/V1) (γ-1) = T3 × (1/r) (γ-1)____________________________(8)
Substituting (7) in (8)
T4 = [{(Q+Q1)/Cv} + (5/4) (γ-1)× r (γ-1)× T1 ]× (1/r) (γ-1)

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o Compression Ratio r = Total Volume / Clearance volume
o Since here total volume is V5 so compression ratio is rm = V5 /V2
o Efficiency of OTTO cycle will be
Since rm > r so efficiency of modified Otto Cycle will be more than standard Otto Cycle.
4.2 Diesel Cycle
Early CI engines injected fuel into the combustion chamber very late in the compression
stroke. Due to ignition delay and the finite time required to inject the fuel, combustion lasted
into the expansion stroke. This kept the pressure at peak levels well past TDC. This
combustion process is best approximated as a constant-pressure heat input in an air-standard
cycle, resulting in the Diesel cycle shown in Fig. 4.3. The rest of the cycle is similar to the
air-standard Otto cycle. The diesel cycle is sometimes called a Constant· Pressure cycle.
Fig. 4.3 – Air-Standard Diesel Cycle (6-1-2-3-4-5-6)
Process 6-1  Constant Pressure Air Intake
Process 1-2  Isentropic Compression stroke (All valves closed)
Process 2-3  Constant Pressure Heat Input (Combustion)
ηth = 1 - 1 /(rm) (γ-1)

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Process 2-4  Isentropic Power or Expansion Stroke
Process 4-5  Constant Volume Heat Rejection
Process 5-6  Constant Pressure Exhaust Stroke.
4.2.1 Modified Diesel Cycle
Modification of Diesel cycle takes place in the same manner as that of Otto Cycle. Suction
volume is increases with the help of sub cylinder & piston assembly.
Fig. 4.4 – Modified Diesel cycle
From the PV Diagram, we infer that V1/V2 = r and V5/ V2 = rm
Cut off Ratio = Ratio of combustion chamber at the end of fuel injection to the beginning of
fuel injection c = (V3/V2).
We consider {V1 + (V1/4)} = V5
Hence, modified compression ratio in terms of conventional compression ratio rm= 5r/4
The temperatures at the various positions of the diesel cycle are
T2 = T1 × (5/4) (γ-1)× (r) (γ-1)
T3 = [T1 × (5/4) (γ-1)× (r) (γ-1)] + [Q+ Q1]/ Cp
T4 is find out using pressure temperature relation, ideal gas equation and volume temperature
relation for isentropic expansion process

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T4 = {[(T1 × (5/4) (γ-1)× (r) (γ-1)) + (Q+ Q1)/ Cp] / V1
(γ-1)} ×{mR × (T1 × (5/4) (γ-1)× (r) (γ-1)) +
(Q+ Q1)/ Cp] }(γ-1)
η = 1-(1/ (r1) (γ-1)
Where r1 = V2/V3 and r = V1/V3
ηth = 1-1/(rm) (γ-1)
[(cγ
-1)/ γ(c-1)]
Chapter – 5

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CONCLUSION
Variable Volume Engine requires less space, as compared to supercharged engines.
Supercharger is a device which is used to increase the volumetric efficiency by providing air
or air-fuel mixture at high pressure. For supercharger, direct power is taken from engine to
run compressor. But in Variable Volume Engine no power is required directly, instead of that
we are using Sub piston and extended cylinder assembly. Since some amount of energy is
looses to operates this assembly but it requires less space. So compact supercharged engines
are possible.
Variable compression ratio is a technology to adjust the compression ratio of an internal
combustion engine while the engine is in operation. This is done to increase fuel efficiency
while under varying loads. Higher loads require lower ratios to be more efficient and vice
versa. But in VVE variable compression ratio can be obtained by adjusting the stroke length
of sub pistons.
So in Variable Volume Engine two different kinds of things such as Supercharging and
variable Compression ratio can be obtained with the single assemble, which is also compact
in size.
REFERENCE

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1. World Congress on Engineering, 2010, London, UK. pp 1280-1285.
2. Yunus A. Cengel, Michael A. Boles, “Thermodynamics: an engineering approach”,
Tata Mcgraw Hill publishing company ltd, New Delhi, isbn 0-07-060659-5
3. P.K. Nag, “Basic and applied Thermodynamics”, Tata Mcgraw Hill publishing
company ltd, New Delhi, isbn 0-07-047338-2
4. Hou, S.S. Comparison of performances of air standard Atkinson and Otto cycles with
heat transfer considerations, Energy Conv Manage 2007;48:1683–1690.
5. Leff HS. Thermal efficiency at maximum work -output: new results for old heat-
engines Am J Phys 1987;55(7):602–10
6. Mozurkewich M, Berry RS. Optimal paths for thermodynamic systems: the ideal
Otto-cycle. J Appl Phys 198 2;53(1):34–42.
7. Ozso ysal, O.A. Heat loss as percentage of fuel’s energy in air standard Otto and
diesel cycles. Energy Conv Manage 2006;47(7–8):1051 – 1062
8. Wu, C., Blank, D.A. Optimization of the endoreversible Otto cycle with respect to
both power and mean pressure. Energ y Conv Manage 1993;3 4:1255–1259
9. Aragon-Gonzalez, G., Ganales-Palma, A. Leon -Galicia, A., Maximum irreversible
work and efficiency in power cycles. J Phys D: Appl Phys 2000;33(11):1403–1409
10. Ge Y, Chen L, Sun F. Finite time thermodynamic modeling and analysis of an
irreversible Otto cycle. Applied Energy 2008a;85(7):618-624
11. Heywood JB. Internal combustion engines fundamentals. New York: McGraw-Hill, 1
988.
12. F Angulo-Brown et alCompression ratio of an optimized air standard Otto-cycle
model Eur. J. Phys. 15 38-42 doi: 10.1088/0143-0807/15/1/007
13. Ozsoysal O.A Heat loss as percentage of fuel’s energy in air standard diesel and otto
cycle, Energy Conv manage 2006;4717-22
14. https://www.researchgate.net/publication/45534587_Variable_Volume_Engine_with_
Combined_Advantage_of_Supercharging_and_Variable_Compression
15. https://en.wikipedia.org/wiki/Variable_compression_ratio
16. http://www.iaeng.org/publication/WCE2010/
17. https://en.wikipedia.org/wiki/Otto_cycle
18. https://en.wikipedia.org/wiki/Diesel_cycle
19. http://hyperphysics.phy-astr.gsu.edu/hbase/thermo/diesel.html

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20. https://en.wikipedia.org/wiki/Supercharger

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