9/10/2023

Four Strokes in the conventional IC engine

In a Conventional Otto cycle engine, each cylinder performs four strokes per cycle:
Intake, Compression, Power and Exhaust. This means two revolutions of the crank shaft
are required for each power stroke

Otto Cycle Diesel Cycle

1-2 : Isentropic compression 1-2 : Isentropic compression
2-3 : Constant Volume Heat Addition 2-3 : Constant Pressure Heat Addition
3-4 : Isentropic Expansion 3-4 : Isentropic Expansion
4-1 : Constant Volume Heat Rejection 4-1 : Constant Volume Heat Rejection

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Split Cycle Engine

• The split cycle engines separate the four
strokes of intake, compression, power and
Cross Over Passage
exhaust into two separate but paired cylinders.

• The first cylinder known as Compression

cylinder where air intake and Compression
occurs
Compression Power
Cylinder Cylinder
• Another cylinder for Power/ Exhaust

• Compressed air is then transferred through a

crossover passage from the compression
cylinder into the second cylinder known as
power cylinder.

• Fuel is then injected and fired to produce the

power stroke in the power cylinder and then
exhaust occurs.

• Thus in a split cycle engine power strokes

occurs for every one revolution of crank shaft.

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In early 1914 many different split cycle engines have been

developed however none has matched the efficiency or
performance of conventional engines.

Previous split engines had two major problems viz.,

1. Poor Breathing
2. Low Thermal Efficiency

1. Poor Breathing
(Low Volumetric Efficiency)

The breathing problem was caused by high pressure gas trapped

in the compression cylinder.

This trapped high pressure gas needed to re-expand before

another charge of air could be drawn into the compression
cylinder, effectively reducing the engine’s capacity to pump air
and resulting in poor volumetric efficiency.

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2. Low Thermal Efficiency

The thermal efficiency of the early split cycle engines has always been
significantly worse than a conventional Otto cycle engine. The primary
reason is they all tried to fire like a conventional engine – before top dead
centre (BTDC)

In order to fire at BTDC in split engine, the compressed air, trapped in the
crossover passage, is allowed to expand into the power cylinder as the power
piston is in its upward stroke.

By releasing the pressure of the compressed air, the work done on the air in
the compression cylinder is lost. The power piston then recompresses the air
in order to fire at BTDC

By allowing the compressed gas in the transfer passage to expand into the
power cylinder, the engine needs to perform the work of compression twice.

In a conventional engine, the work of compression is done only once,

consequently it achieves much better thermal efficiency.

The Scuderi Split Cycle Engine solves both the breathing and
thermal efficiency problems with two unique and patented
concepts.

 Unique valve design

 Firing After Top Dead Centre (ATDC)

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Unique valve design

Breathing problem in the compression cylinder is solved
by reducing the clearance between the piston and the cylinder
head to less than 1 mm.
This design requires the use of outwardly opening
valves that enable the piston to move very close to the cylinder
head without the interference of the valves.
This effectively pushes almost 100% of the compressed
air from the compression cylinder into the crossover passage,
eliminating the breathing problems associated with previous
split-cycle engines.

Firing After Top Dead Centre (ATDC)

By using bigger size compression cylinder and small size

power cylinder, high compression ratio of 75:1 can be obtained.

This high pressure air entering the power cylinder creates

massive turbulence. The turbulence is further enhanced by
keeping the valves open as long as possible during combustion.

The result is very rapid atomization of the air/fuel mixture,

creating a fast flame speed or combustion rate faster than any
previously obtained.

This enables the combustion to start between 11 and 15 degrees

ATDC and end 23 degrees after ignition.

The result is a split cycle engine with better efficiency.

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SCUDERI CYCLE

P-V Diagram of the ideal

Scuderi Cycle

P-V Diagram of the actual Scuderi Cycle

Area in the compression curve denotes the total energy consumed during compression

Area in the Power curve represents total energy produced during power stroke

Net energy produced = Area in the Power curve – Area in the Compression curve

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Advantages of Scuderi split cycle engine over conventional engine

Turbocharged Split-Cycle Engine

Conventional gasoline engines can be turbocharged to only 1.5 bar in order to prevent
knock.

Since crossover passage provides an opportunity to cool the intake air after it is
compressed, the Scuderi Split-Cycle Engine has a high resistance knock. Hence it can be
turbocharged to more than 2.5 bar.

This results in higher BMEP and torque level.

In Scuderi engine as high as 6000 rpm as of in the gasoline engine can be obtained.

The combination of diesel like torque levels matched with gasoline like speed levels
would result in a power density higher than any conventional engine available today.

Scuderi engine enables the industry to drastically downsize its engines (Reduced fuel
consumptions) without compromising performance.

HIGH TORUQE, HIGH SPEED, ENORMOUS POWER, SMALLER ENGINES

Advantages of Scuderi split cycle engine over conventional engine

2. Scuderi Split-Cycle Diesel Engine

Emission in Diesel engines are higher compare to the due to the high peak
temperatures.

The Scuderi Engine’s combustion process of firing ATDC with high turbulence
increases the average temperature of the combustion chamber at the same time
reduces the peak temperature due to high turbulence. This lowers the Soot
emission and NOx emission.

The Scuderi Split-Cycle Engines offers a Unique opportunity to reduce

emissions to the new levels without the need for costly after treatment systems.

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Advantages of Scuderi split cycle engine over conventional engine

3. Scuderi Split-Cycle Engine Air Hybrid Design

The addition of a air storage tank in the turbocharged version of Scuderi cycle is
known as Scuderi Air hybrid engine.

This can capture and store energy lost during the normal operation of the
engine.

There are various engine control strategies that can be employed to improve the
overall reduction in fuel consumption. This includes,
Engine shut off at idle
Air only driving
Off-Loading of the compression cylinder
Regenerative braking

SCUDERI AIR-HYBRID ENGINE

Compressed
Air Storage
It is an IC engine with compressed air
Tank
energy storage

1. Normal Operation Mode

2. Regenerative Braking Mode
3. High-Efficiency Mode
4. Cruising Mode

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SCUDERI AIR-HYBRID ENGINE

Normal Operating Mode

By incorporating an air storage

tank it has ability to capture and
store the energy that is normally
lost during operation of the
engine.

SCUDERI AIR-HYBRID ENGINE

Regenerative Braking Mode

By turning off the power cylinder while

the vehicle is still engaged with the
engine and diverting the flow of
compressed air to the storage tank, the
momentum of the vehicle continues
turning the engine, thereby
compressing air and storing it in the
storage tank for later use.

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SCUDERI AIR-HYBRID ENGINE

High Efficiency Mode

By turning off the Compression

cylinder and utilizing high-pressure air
from the storage tank to supply the
power cylinder, losses due to
compression are reduced to nearly zero
when operating in the high efficiency
mode.

SCUDERI AIR-HYBRID ENGINE

Cruising Mode

High efficiency cruising mode is

achieved by sending only a portion of
the compression cylinders charge to the
power cylinder. The remainder of the
charge is sent to the air storage tank for
later use. Whenever the air storage tank
is full, the compression cylinder shuts
off, and the vehicle operates in high-
efficiency mode.

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