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(12) Patent Application Publication (10) Pub. No.: US 2012/0255296A1 Phillips Et Al

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(12) Patent Application Publication (10) Pub. No.: US 2012/0255296A1 Phillips Et Al US 201202.55296A1 (19) United States (12) Patent Application Publication (10) Pub. No.: US 2012/0255296A1 Phillips et al. (43) Pub. Date: Oct. 11, 2012 (54) AIR MANAGEMENT SYSTEM FOR AIR Publication Classification HYBRD ENGINE (51) Int. Cl. (75) Inventors: Ford A. Phillips, San Antonio, TX F02G L/43 (2006.01) (US); Riccardo Meldolesi, East (52) U.S. Cl. ............................................. 60/526; 60/517 Sussex (GB); Nicholas Badain, West Sussex (GB); Ian P. Gilbert, (57) ABSTRACT West Sussex (GB); Jean-Pierre Systems and related methods are disclosed that generally Pirault, West Sussex (GB) involve adjusting the temperature of an air mass to improve the efficiency of an air hybrid engine. In one embodiment, an (73) Assignee: SCUDER GROUP, LLC, 01089, air management system is provided that includes a heat MA (US) exchanger, a recuperator, and associated control valves that connect between the air hybrid engine, its exhaust system, (21) Appl. No.: 13/441,023 and its air tank. The air management system improves the 1-1. efficiency of the energy transfer to the air tank by compressed (22) Filed: Apr. 6, 2012 air during AC and FC modes and improves the efficiency of O O the energy transfer from the air tank by compressed air during Related U.S. Application Data AE and AEF modes. The improvement in efficiency from the (60) Provisional application No. 61/595,285, filed on Feb. system results in reduced engine and vehicle fuel consump 6, 2012, provisional application No. 61/473,306, filed tion during driving cycles comprising accelerations, decel on Apr. 8, 2011. erations, and steady-state cruising. 142 Patent Application Publication Oct. 11, 2012 Sheet 1 of 6 US 2012/O255296 A1 FIG. 1 (Prior Art) it(HHét-HNNIH-EKEE AZ E. A v. 102 YD 104 tg 110 1 "Ni Patent Application Publication Oct. 11, 2012 Sheet 2 of 6 US 2012/O255296 A1 FIG 2 142 210 214 220 2O2 A as a 200 Patent Application Publication Oct. 11, 2012 Sheet 3 of 6 US 2012/O255296 A1 FIG. 3 318 210 220 200 2O6 312 300 3O4 Patent Application Publication Oct. 11, 2012 Sheet 4 of 6 US 2012/O255296 A1 FIG. 4 140 126 M iC SE 128 // w\ Patent Application Publication Oct. 11, 2012 Sheet 5 of 6 US 2012/O255296 A1 FIG. 5 318 Patent Application Publication Oct. 11, 2012 Sheet 6 of 6 US 2012/O255296 A1 FIG. 6 6OO US 2012/O255296 A1 Oct. 11, 2012 AIRMANAGEMENT SYSTEM FOR AIR shaft Such that the compression piston reciprocates through HYBRD ENGINE an intake stroke and a compression stroke during a single rotation of the crankshaft; CROSS-REFERENCE TO RELATED 0013 an expansion (power) piston slidably received APPLICATIONS within an expansion cylinder and operatively connected to the crankshaft Such that the expansion piston reciprocates 0001. This application claims the benefit of priority of through an expansion stroke and an exhaust stroke during a U.S. Provisional Patent Application Number 61/473,306, single rotation of the crankshaft; filed on Apr. 8, 2011, the entire contents of which are incor 0014 acrossover passage (port) interconnecting the com porated herein by reference. This application also claims the pression and expansion cylinders, the crossover passage benefit of priority of U.S. Provisional Patent Application including at least a crossover expansion (XoVrE) valve dis Number 61/595,285, filed on Feb. 6, 2012, the entire contents posed therein, but more preferably including a crossover of which are incorporated herein by reference. compression (XoVrC) valve and a crossover expansion (XovrE) valve defining a pressure chamber therebetween; FIELD and 0002 The present invention relates to air management 00.15 an air reservoir operatively connected to the cross systems. More particularly, the invention relates to air man overpassage and selectively operable to store compressed air agement systems for air hybrid engines. from the compression cylinder and to deliver compressed air to the expansion cylinder. BACKGROUND 0016 FIG. 1 illustrates one exemplary embodiment of a prior art split-cycle air hybrid engine. The split-cycle engine 0003 For purposes of clarity, the term “conventional 100 replaces two adjacent cylinders of a conventional engine engine' as used in the present application refers to an internal with a combination of one compression cylinder 102 and one combustion engine wherein all four strokes of the well expansion cylinder 104. The compression cylinder 102 and known Otto cycle (the intake, compression, expansion and the expansion cylinder 104 are formed in an engine block in exhaust strokes) are contained in each piston/cylinder com which a crankshaft 106 is rotatably mounted. Upper ends of bination of the engine. Each stroke requires one half revolu the cylinders 102,104 are closed by a cylinder head 130. The tion of the crankshaft (180 degrees crank angle (“CA)), and crankshaft 106 includes axially displaced and angularly off two full revolutions of the crankshaft (720 degrees CA) are set first and second crank throws 126, 128, having a phase required to complete the entire Otto cycle in each cylinder of angle therebetween. The first crank throw 126 is pivotally a conventional engine. joined by a first connecting rod 138 to a compression piston 0004 Also, for purposes of clarity, the following defini 110 and the second crank throw 128 is pivotally joined by a tion is offered for the term “split-cycle engine' as may be second connecting rod 140 to an expansion piston 120 to applied to engines disclosed in the prior art and as referred to reciprocate the pistons 110, 120 in their respective cylinders in the present application. 102, 104 in a timed relation determined by the angular offset 0005. A split-cycle engine generally comprises: of the crank throws and the geometric relationships of the 0006 a crankshaft rotatable about a crankshaft axis; cylinders, crank, and pistons. Alternative mechanisms for 0007 a compression piston slidably received within a relating the motion and timing of the pistons can be utilized if compression cylinder and operatively connected to the crank desired. The rotational direction of the crankshaft and the shaft Such that the compression piston reciprocates through relative motions of the pistons near their bottom dead center an intake stroke and a compression stroke during a single (BDC) positions are indicated by the arrows associated in the rotation of the crankshaft; drawings with their corresponding components. 0008 an expansion (power) piston slidably received (0017. The four strokes of the Otto cycle are thus “split’ within an expansion cylinder and operatively connected to the over the two cylinders 102 and 104 such that the compression crankshaft Such that the expansion piston reciprocates cylinder 102 contains the intake and compression strokes and through an expansion stroke and an exhaust stroke during a the expansion cylinder 104 contains the expansion and single rotation of the crankshaft; and exhaust strokes. The Otto cycle is therefore completed in 0009 a crossover passage interconnecting the compres these two cylinders 102,104 once per crankshaft 106 revolu sion and expansion cylinders, the crossover passage includ tion (360 degrees CA). ing at least a crossover expansion (XoVrE) valve disposed 0018. During the intake stroke, intake air is drawn into the therein, but more preferably including a crossover compres compression cylinder 102 through an inwardly-opening sion (XovrC) valve and a crossover expansion (XovrE) valve (opening inward into the cylinder and toward the piston) defining a pressure chamber therebetween. poppet intake valve 108. During the compression stroke, a 0010. A split-cycle air hybrid engine combines a split compression piston 110 pressurizes the air charge and drives cycle engine with an air reservoir (also commonly referred to the air charge through a crossover passage 112, which acts as as an air tank) and various controls. This combination enables the intake passage for the expansion cylinder 104. The engine the engine to store energy in the form of compressed air in the 100 can have one or more crossover passages 112. air reservoir. The compressed air in the air reservoir is later 0019. The volumetric (or geometric) compression ratio of used in the expansion cylinder to power the crankshaft. In the compression cylinder 102 of the split-cycle engine 100 general, a split-cycle air hybrid engine as referred to herein (and for split-cycle engines in general) is herein referred to as comprises: the “compression ratio of the split-cycle engine. The volu 0.011 a crankshaft rotatable about a crankshaft axis; metric (or geometric) compression ratio of the expansion 0012 a compression piston slidably received within a cylinder 104 of the engine 100 (and for split-cycle engines in compression cylinder and operatively connected to the crank general) is herein referred to as the “expansion ratio” of the US 2012/O255296 A1 Oct. 11, 2012 split-cycle engine. The Volumetric compression ratio of a split-cycle engine to potentially achieve higher efficiency cylinder is well known in the art as the ratio of the enclosed (or levels and greater torques than typical four-stroke engines. trapped) Volume in the cylinder (including all recesses) when 0024. The geometric independence of engine parameters a piston reciprocating therein is at its bottom dead center in the split-cycle engine 100 is also one of the main reasons (BDC) position to the enclosed volume (i.e., clearance vol why pressure can be maintained in the crossover passage 112 ume) in the cylinder when said piston is at its top dead center as discussed earlier. Specifically, the expansion piston 120 (TDC) position. Specifically for split-cycle engines as reaches its top dead center position prior to the compression defined herein, the compression ratio of a compression cyl piston 110 reaching its top dead center position by a discrete inder is determined when the XoVrC valve is closed.
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