Professional Documents
Culture Documents
The Scuderi Split-Cycle engine (SSCE) has been reviewed in value to a high value while the intake valve event was
[1] and [2]. In short, it consists of paired cylinders to perform maintained at its maximum volumetric efficiency
the events of a typical four-stroke cycle engine; one cylinder characteristic. A knock index is calculated per the general
of the pair performing intake and compression and the other form of ignition delay given in equation 1 [3], and a limiting
cylinder performing the power (or expansion) and exhaust knock index is selected which is a fixed, consistent value for
duties. The two cylinders are out of phase by 20° crank angle the entire study. The actual autoignition modified equation
(expander reaching TDC first) and the charge mass is and tuning parameters used are experience-based and
transferred from the compression cylinder to the expander proprietary, but the critical point is that the results achieved
cylinder during the period between the expansion cylinder's were all at the same relative knock risk. As usual, the ignition
TDC and the compression cylinder's TDC. This charge delay parameter was integrated from the time of fuel
transfer is through the crossover passage, which is valved at admission until the end of combustion to determine if
either end by the “crossover-compression” and “crossover- autoignition (knock) occurred. The compressor stroke that
expansion” valve(s). reaches this knock index limit without exceeding it was
determined to provide the optimum operating point for this
This paper describes the application of the Miller cycle boost level. This is shown in graphical form in Figure 1 for
(overexpansion) to the SSCE and the unique advantages of the 4000 rpm (rated speed) full output condition.
the mating of these two technologies.
APPROACH
(1)
The fundamental approach to this work was to accomplish
overexpansion of the combustion gases through differential
sizing of the compression and expansion cylinder, rather than
through variation of intake valve closing time. On the split-
cycle engine, the definition of effective compression and
expansion ratios are not clearly obvious. The geometric ratios
are very high for each piston/cylinder combination, but near
top dead center (TDC), the crossover valves are open,
notionally adding the crossover passage volume to the
effective clearance volume to each cylinder. For fixed
cylinder clearance volumes, the displacement volumes of the
SSCE cylinders will effectively control the compression and
expansion ratios with regards to Miller cycle, and these
cylinder volumes are referenced in the subsequent text to
simplify the discussion relating to effective compression and
expansion ratios.
Figure 2 displays the performance of the compilation of the Figure 2. BSFC and BMEP of Miller Cycle Operation at
knock-limited points from Figure 1. For each boost level, the 4000 rpm for Two Turbocharger Characteristics
performance data is selected from the optimum compressor
displacement point, which is the knock-limited point. For
these points, brake specific fuel consumption (BSFC) and
BMEP are provided, for both high and low turbocharger
efficiencies. The engine performance at increasing Miller
factors (i.e. higher boost, smaller compressor cylinder
displacement) is heavily influenced by overall turbocharger
efficiency. To help quantify this effect, analysis was made of
the Miller cycle operation at two different assumed
turbocharger efficiency characteristics as a function of boost
pressure, as shown in Figure 3. These are not specific
performance curves from an actual turbocharger model, but
intended to represent an optimistic and pessimistic (high and
low) view of turbocharger efficiencies that might be
achievable on this class of engine. In this way, the sensitivity
of the engine performance to turbocharger efficiency is
quantified and decisions can be made with respect to the
performance that is likely to be achieved for different markets
and engine sizes. In addition, it should be noted that 28% of
the exhaust flow was deemed to flow through the “wastegate” Figure 3. Two Turbocharger Efficiency Characteristics
for the 4000 rpm maximum output operating point analysis. Used at 4000 Engine rpm
In this simplified turbocharger model, this equates to a
multiplier on the turbine efficiency of 72% which is
mathematically equivalent to a multiplier of 72% on the RESULTS
overall turbocharger efficiency. In other words, a 50% overall
turbocharger efficiency with 28% wastegate flow has an 4000 RPM MAXIMUM OUTPUT
effective overall turbocharger efficiency of 36%. As can be observed in Figure 2, the predicted rated speed
performance of the engine both in terms of BSFC and BMEP
This entire same approach was then repeated at 1400 rpm is improving significantly as the Miller factor is increased,
maximum output, representative of a maximum torque i.e. increasing boost, reducing compressor cylinder
operating point. Impacts of the performance on an estimated displacement, or moving to the right on the graph. This is due
light vehicle cruise point due to potential downsizing were to the volumetric efficiency characteristics shown in Figure 1
then analyzed. and other factors that are unique to the SSCE application and
discussed below.
Downloaded from SAE International by Istanbul Teknik Universitesi, Tuesday, May 16, 2017
The first of these factors, with regards to BMEP, is that as the realize the physically reduced engine displacement since the
Miller factor is increased, the actual displacement of the same cylinder and piston is used for both compression and
engine decreases. For this reason, the BMEP increases at a expansion processes. Instead, the traditional RICE “wastes”
high rate due to a) the increase in expander volumetric the first part of its compression stroke to achieve Miller cycle
efficiency displayed in Figure 1, which increases expander operation.
power or torque, b) reducing compressor cylinder work, and
c) reducing overall engine displacement, which is effectively Also, one can clearly see the improvement in BSFC at
in the denominator of the BMEP term. The relative increasing Miller factor, to a point which is heavily
magnitudes of these parameters (for the low turbo efficiency influenced by the assumed turbocharger efficiency. This
scenario at 4000 rpm) are shown in Figure 4, where the BSFC improvement is a more typical Miller cycle result, but
change in indicated torque for each cylinder is shown as a is also influenced by the application to the SSCE in that as
percentage of the 1.7 bar case net indicated torque; this gives the physical displacement is reduced, the friction losses are
the individual cylinder's contribution to the change in IMEP. reduced providing an additional improvement to efficiency as
Also shown is the percent change in displacement volume. the Miller factor is increased. (In the model, the friction
So, as an example, for the 2.6 bar case, the increase in losses are a function of engine displacement along with speed
expander cylinder torque contributed about 15% to net IMEP and peak cylinder pressure per the Chen-Flynn correlation
increase, while the reduction in compressor cylinder torque [4].)
contributed about 3% with an additional 12% contribution
from reduction in displacement volume. It is interesting to Another factor that improves the performance is the anti-
note that the compressor cylinder work does not decrease as knock characteristics of the SSCE. In comparison to typical
rapidly as the displacement due to the fact that it is operating RICE engines, this is due to two primary factors: late fuel
with higher pressure air at the higher boost levels. Of course, delivery and fast combustion. The fuel delivery, shortly
there will also be a reduction in friction work to go with the before ignition time in the crossover passage, provides
reduction in compressor cylinder displacement as this minimal time for fuel decomposition and chemical kinetics
discussion is carried over to BMEP; in this case, the modeled prior to the desired combustion period. (This effect is similar
friction contribution (reduction as a percentage of net torque) to the knock avoidance characteristics of direct injected
was less than 2% as the reduction in displacement is offset spark-ignited engines.) Secondly, the very high turbulence
with higher operating pressures in both cylinders. With these generated by the flow through the XovrE valve just before
advantages, the BMEP of the Miller cycle SSCE increases ignition results in a quick combustion event. Since end gas
from around 13.5 bar at 1.7 bar (absolute) boost to almost 19 autoignition results from the progression of chemical kinetics
bar as a maximum for the low turbocharger efficiency of the end gas mixture prior to flame propagation to that area,
assumption, and to 21 bar for the high turbocharger efficiency high turbulence and the resulting fast flame propagation and
assumption. combustion are powerful knock avoidance tools.
there is still mass flow across the small valve opening. When
applying the Miller cycle to a traditional RICE, this trade-off
restricts the benefit that can be achieved at high Miller
factors, which result in the highest pumping losses. When
applying the Miller cycle to the SSCE, this trade-off is
avoided entirely.
REFERENCES IMEP
1. Phillips, F., Gilbert, I., Pirault, J., and Megel, M., “Scuderi Indicated Mean Effective Pressure
Split Cycle Research Engine: Overview, Architecture and
Operation,” SAE Int. J. Engines 4(1):450-466, 2011, doi:
IVC
10.4271/2011-01-0403.
Intake Valve Closing
2. Meldolesi, R., Bailey, G., Lacy, C., Gilbert, I. et al.,
“Scuderi Split Cycle Fast Acting Valvetrain: Architecture and
RICE
Development,” SAE Int. J. Engines 4(1):467-481, 2011, doi:
Reciprocating Internal Combustion Engine
10.4271/2011-01-0404.
3. Ramos, J.I. “Internal Combustion Engine Modeling”,
Hemisphere Publishing Co., New York, NY, 1989. SSCE
Scuderi Split Cycle Engine
4. Chen, S. and Flynn, P., “Development of a Single
Cylinder Compression Ignition Research Engine,” SAE
Technical Paper 650733, 1965, doi: 10.4271/650733. TDC
Top Dead Center
CONTACT INFORMATION
τ
David P. Branyon, Staff Engineer
ignition delay
SwRI Design and Development Department
david.branyon@swri.org
a, b, c
Ignition delay equation tuning parameters
ACKNOWLEDGMENTS
The authors would like to thank the members of the SwRI Oct#
Design & Development Department that have contributed to Octane number of fuel
and reviewed this work.
DEFINITIONS/ABBREVIATIONS Tub
Unburned Zone Gas Temperature
BMEP
Brake Mean Effective Pressure
BSFC
Brake Specific Fuel Consumption
The Engineering Meetings Board has approved this paper for publication. It has Positions and opinions advanced in this paper are those of the author(s) and not
successfully completed SAE's peer review process under the supervision of the session necessarily those of SAE. The author is solely responsible for the content of the paper.
organizer. This process requires a minimum of three (3) reviews by industry experts. SAE Customer Service:
Tel: 877-606-7323 (inside USA and Canada)
All rights reserved. No part of this publication may be reproduced, stored in a
Tel: 724-776-4970 (outside USA)
retrieval system, or transmitted, in any form or by any means, electronic, mechanical, Fax: 724-776-0790
photocopying, recording, or otherwise, without the prior written permission of SAE. Email: CustomerService@sae.org
ISSN 0148-7191 SAE Web Address: http://www.sae.org
Printed in USA