Scuderi group je razvil nov motor z notranjim izgorevanjem, ki prinaša številne prednosti glede na dosedanje motorje. Bistvo je v tem, da so s podvojitvijo batov razdelili 4-takten ciklus - en cilinder je kompresijski, njegov dvojček je delavni (eksplozijski), medtem ko v prvi cilinder bat vleče mešanico noter, je v drugem eksplozija, nato prvi komprimira mešanico, hkrati drugi poriva ven izpušne pline, na vrhu se skozi z ventili? nadzorovan prehod med cilindroma mešanica potisne v drugi cilinder, ki jo takoj spet vžge.
To je osnovni princip, možne so razne variacije (ima tudi neke vrste rezervoar pritiska?). Tak koncept je tudi dosti bolj prilagodljiv - znotraj para različni koti na ojnici, različni premeri komp. in del. cilindra, različne hitrosti batov itd, tako da je za razvoj še precej rezerve. Vsekakor zanimiva stvar, na linkih so podrobnejši opisi, nekaj sem že prilepil sem, so tudi animacije delovanja.
Bomo videli, koliko in kako hitro se bo nov princip uveljavil v praksi (in pristal pod našimi havbami). Za motoroznance only
link na vstopno stran
http://www.scuderigroup.com/
link na podrobno teoretsko razlago principa itd (po korakih - prilepljene slikce so s teh strani)
http://www.scuderigroup.com/technology/ ... ation.html
"View Scuderi "Engine Design Overview" DVD" je link z obširno razlago (govorno - flash player) in animacijami na dnu te strani:
http://www.scuderigroup.com/technology/ ... works.html
link na animacijo prikaza delovanja (4+ minuten you tube video - slabo dela)
http://www.leblogauto.com/2006/09/scude ... ire.html/2
nekatere prednosti angleške verzije motorja:
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Fuel efficiency improvements of 15% - 30% initially with further improvements possible
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Potential reduction of NOx emissions of 50% - 80%
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Lower average operating engine speed reduces engine wear and tear
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Design Flexibility—more controllable parameters available for achieving enhanced or customized performance
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High torque at low RPM means higher power at lower engine speeds
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Compatibility with existing engine manufacturing processes and tooling
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Same total engine size (number of cylinders and displacement) as comparable conventional internal combustion engines
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Diesel engines can eliminate half the injectors
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One of many engine candidates for the Scuderi Split-Cycle Engine Design—a typical radial diesel airplane engine.
kratek opis delovanja v angleščini:
Conventional Engine Design
The heart of the internal combustion engine is a piston connected to a crankshaft, moving up and down in a cylinder through the four strokes of the Otto Cycle, the intake, compression, power and exhaust strokes. In a typical four-stroke cycle engine, power is recovered from the combustion process in these four separate piston strokes within each single cylinder. This basic design has not changed for more than 100 years.
Scuderi Split-Cycle Engine Design
The Scuderi Split-Cycle Engine changes the heart of the conventional engine by dividing (or splitting) the four strokes of the Otto cycle over a paired combination of one compression cylinder and one power cylinder. Gas is compressed in the compression cylinder and transferred to the power cylinder through a gas passage.
The gas passage includes a set of uniquely timed valves, which maintain a precharged pressure through all four strokes of the cycle. Shortly after the piston in the power cylinder reaches its top dead center position, the gas is quickly transferred to the power cylinder and fired (or combusted) to produce the power stroke.
Inherent Advantages
By splitting the strokes of the Otto cycle over a pair of dedicated compression and power cylinders, the design of each cylinder can be independently optimized to perform the separate and distinct tasks of compression and power. As a result, the split-cycle design provides more flexibility in how engines are built. Features that were understood to be beneficial but impossible to implement in a conventional design can be implemented in the split-cycle design. For example:
1. the power stroke can be made longer than the compression stroke to over-expand the gas for increased thermal efficiency (the Miller Effect),
2. the compression piston diameter can be made larger than the power piston diameter to supercharge the gas for increased power; and
3. the compression and power cylinders can be independently offset to almost any angle for increased mechanical efficiency.
The unique combination of maintaining a precharged pressure in the gas passage and firing after top dead center in the power cylinder produces several additional advantages. These advantages include:
4. an extremely fast combustion rate,
5. a further increase in thermal efficiency, and
6. a significant reduction in nitrogen oxide (NOx) emissions.
ideja je v bistvu enostavna. Čudno, da se ni še noben spomnil razdelitve ciklusa (no, morda se je, pa tehnologija ni bila dovolj razvita). Čakam na konkretne rezultate testiranj, naj bi bili kmalu.