scuderiprimer0510121.pdf

7/29/2019 ScuderiPrimer0510121.pdf

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I you were to look quickly and compare a 4- cylinder SCUDERI Engine to a traditional 4-cylinderengine, the physical dierences are subtle. Both engines have a total o our cylinders, both canbe in-line, V, or boxer confgured, and both use the same proven technologies: pistons, valves,crankshats, connecting rods, uel injectors, etc. However, thats where the similarities end.

The ater top-dead center combustion cycle o the SCUDERI Split- Cycle Engine is split betweeninterconnected pairs o compressor and expander cylinders. It completes one combustion cycleor every revolution o the crankshat. Each o the paired cylinders provides two strokes othe engines our- stroke cycle: One cylinder o the pair provides the intake and compressionstrokes; the other cylinder provides the expansion and exhaust strokes.

Interconnecting each o the paired cylinders is a crossover passage. The crossover passageacilitates modulated, high-pressure transer o air between the cylinders. At each end o thecrossover passage there is a ully variable, outwardly opening valve. The crossover-compressor

valve (XovrC) controls the transer o air into the crossover passage rom the compressorcylinder. The crossover- expander valve (XovrE) controls the transer o air into the expanderrom the crossover passage.

Fuel can be direct-injected into the expander or it can be port-injected into the charge airduring transer into the expander cylinder. As the charge air is transerred to the expander romthe crossover passage, sonic ow and high turbulence enhance uel-air mixing and promotestable, robust combustion. The resulting ame speed is unusually ast, with a 10-90% burnduration o only 12 crank angle. The extremely ast combustion and late uel addition providea high knock avoidance characteristic, and rapid expansion during combustion reducesNOx emissions signifcantly below conventional engine levelswithout using exhaust gasrecirculation (EGR).

The combination o discrete, asymmetrically sized cylinders and ully variable valvetrainprovides a large degree o exibility to optimize the engine. Displacement ratios, bore-stroke ratios, compression-expansion ratios, compression-expansion phasing, and gas transerphasing can all be varied or optimization.

4-Cylinder SCUDERISplit-Cycle Engine:

4-CylinderOtto-Cycle Engine:

Both engines have a total o our cylinders, bothcan be in-line, V, or boxer confgured, and bothuse the same proven technologies: pistons, valves,crankshats, connecting rods, uel injectors, etc.


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When Frank Miller developed the Miller Cycle, his goal was to increase the thermal efciencyo a supercharged, our-stroke engine by making the compression stroke shorter than theexpansion stroke.

Millers solution was to employ a valve timing strategy that closed the intake valve early, beorethe piston reached its bottom dead- center position. The early timing strategy eectively shortenedthe compression stokewithout shortening the expansion stroke.

By closing the intake valve early, however, the valve event cannot be optimally timed to delivermaximum volumetric efciency, and a portion o the available displacement cannot be used.Also, when closing the valve early, the valve event occurs when piston velocity and air velocityare highas is the associated pumping loss.

The SCUDERI Split-Cycle Engine gains a massive advantage rom turbocharging and extenexpansion that is simply not possible with traditional Miller-Cycle Engine designs.

Rather than shiting intake valve close (IVC) timing, extended expansion in a SCUDERI Split-CEngine is achieved by reducing the fxed displacement o the compressor cylinder relative tofxed displacement o the expander cylinder. By dierentially sizing the cylinders, IVC is timea period o low piston velocity where an optimum trapped mass condition can be attained pumping losses can be avoided.

CompressorCylinder

ExpanderCylinder

ExpansionStrokeBDC

XovrC

CrossoverPassage

XovrE

Exhaust

Scuderi IVCCompression Stroke

ExpansionStroke

BDC

TDC TDC

Exhaust-Driven Turbocharger

ExhaustIntake

Miller IVC

Exhaust-Driven Turbocharger

Intake


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Whether powering a compressor, generator, or the wheels o an automobile, the SCUDERIEngines one- o-kind ability to store compressed air energy during periods o low demand, anduse it to produce power during periods o high demand, can be used to reduce engine sizeand weight, increase specifc power and torque, and to reduce uel consumption and emissions.

Unlike any other reciprocating internal combustion engine technology, the SCUDERI Enginessplit-cycle technology decouples the compression processes rom the expansion (combustion)processes. Decoupling the processes enables compression independent o expansion andexpansion independent o compression. With the processes decoupled, energy producedby one process can be stored until needed by the other.

For decades, the power generation industry has recognized the advantages o uscompressed air energy storage to store signifcant amounts o energy at relatively low coBy using stored compressed air to produce energy, power companies are able to generon-peak electricity using excess, o- peak generating capacity.


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Scuderi GroupCorporate Headquarters

1111 Elm Street, Suite 33

West Springfeld, MA 01089 USA

Tel 413.439.0343

[email protected]

www.ScuderiEngine.com

Scuderi GroupEurope/Middle East/India Regions

Goethestrasse 18

60313 Frankurt GERMANY

Tel +49.69.928.8497.11

[email protected]

www.ScuderiEngine.de

Scuderi GroupAsia Regions

Dai 3 Horiuchi Bldg. 9F

4-6-23 Meieki Nakamura-ku

Nagoya, Aichi 450-0002 JAPAN

Tel +81.52.589.7106

[email protected]

www.ScuderiEngine.jp

2012 Scuderi Group, LLC All Rights Reserved. SCUDERI and the SG design mark are trademarks of the Scuderi Group, LLC.

Where the TM symbol is used, it refers to trademarks in the United States. E120

scuderiprimer0510121.pdf

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