Compression ratio

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For compression ratio in data compression, see data compression ratio.

The compression ratio is a single number that can be used to predict the performance of any engine (such as an internal-combustion engine or a Stirling Engine). It is a ratio between the volume of a combustion chamber and cylinder, 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. Literally, high ratios place increased oxygen and fuel molecules into a reduced space, thus allowing for increased power at the moment of ignition. Higher compression ratios, however, also make detonation more likely.

The ratio is calculated by the following formula:

<math>\mbox{CR} = \frac { \tfrac{\pi}{4} b^2 s + V_c } {V_c}</math>, where

<math>b</math> = cylinder bore (diameter)

<math>s</math> = piston stroke length

<math>V_c</math> = volume of the combustion chamber (including head gasket). This is the minimum volume of the space into which the fuel and air is compressed, prior to ignition. Because of the complex shape of this space, it usually is measured directly rather than calculated.

Due to pinging (detonation), the CR in a gasoline/petrol powered engine will usually not be much higher than 10:1. Recently, with the addition of variable valve timing and knock sensors to delay ignition timing, one worldwide manufacturer is building 10.8 CR gasoline engines that use (U.S.) 87 octane fuel.
In engines running exclusively on LPG or CNG, the CR may be higher, due to the higher octane rating of these fuels.
IC racing engines burning methanol and ethanol often exceed a CR of 15:1.
In engines with a 'ping' or 'knock' sensor and an electronic control unit, the CR can be as high as 13:1 (2005 BMW K1200S)
In a turbocharged or supercharged engine, the CR is customarily built at 8.5:1 or lower.
In an auto-ignition diesel engine, the CR will customarily exceed 14:1--and over 22:1 is not uncommon.

1 Fault finding and diagnosis
2 Saab Variable Compression engine
3 Variable Compression Ratio (VCR) Engines
4 External links

[edit] Fault finding and diagnosis

Measuring the compression pressure of an engine, with a pressure gauge connected to the spark plug opening, gives an indication of the engine's state and quality.

If the nominal compression ratio of an engine is given, e.g. as 10:1, the measured pressure in each cylinder should be equal to or higher than 10 bar (see Boyle's law and combined gas law). If there is a significant (> 10%) difference between cylinders, that may be an indication that valves or cylinder head gaskets are leaking, piston rings are worn or that the block is cracked.

If a problem is suspected then a more comprehensive test using a leak-down tester can locate the leak.

[edit] Saab Variable Compression engine

Because cylinder bore diameter, piston stroke length and combustion chamber volume are almost always constant, the compression ratio for a given engine is almost always constant, until engine wear takes its toll.

One exception is the experimental Saab Variable Compression engine (SVC). This engine, designed by Saab Automobile, uses a technique that dynamically alters the volume of the combustion chamber (V_c), which, via the above equation, changes the compression ratio (CR).

To alter V_c, the SVC 'lowers' the cylinder head closer to the crankshaft. It does this by replacing the typical one-part engine block with a two-part block, with the crankshaft in the lower block and the cylinders in the upper portion. The two blocks are hinged together at one side (imagine a book, lying flat on a table, with the front cover held an inch or so above the title page). By pivoting the upper block around the hinge point, the V_c (imagine the air between the front cover of the book and the title page) can be modified. In practice, the SVC adjusts the upper block through a small range of motion, using a hydraulic actuator.

The SVC project was shelved by General Motors, when it took over Saab Automobile, due to cost.

[edit] Variable Compression Ratio (VCR) Engines

The SAAB SVC is a very late addition to the world of VCR engines, 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. The company has recently been involved in working with the 'Office of Advanced Automotive Technologies', to produce a modern petrol VCR engine that showed an efficiency comparable with that of a Diesel. Many companies have been carrying out their own research in to VCR Engines, including Nissan, Volvo, PSA/Peugeot-Citroën and Renault.

The Atkinson cycle engine was one of the first attempts at variable compression. Since the compression ratio is the ratio between dynamic and static volumes of the combustion chamber the Atkinson cycle's method of increasing the length of the powerstroke compared to the intake stroke ultimately altered the compression ratio at different stages of the cycle.