DESGIN AND DEVLOPMENT OF SPLIT PISTON ENGINE

CHAPTER 1

INTRODUCTION

The differential stroke cycle piston (D-Cycle) concept relies on a split piston that
completes the four engine strokes in a single crankshaft revolution, thus providing
the opportunity to reduce the cyclic energy losses and improve combustion process
efficiency. This is achieved via the use of a vertically split piston, with a lightweight
crown and ring lands which can be moved independently of the main piston body to
accomplish the lower stress functions of the induction and exhaust strokes. During
more mechanically demanding compression and combustion strokes, the two parts
of the piston are recombined, and power transmitted solely via the crankshaft. The
D- Cycle concept thus achieves all four strokes of the piston within a single rotation
of the crankshaft. More than this, it provides a much greater flexibility in improving
efficiency, for example by reducing intake stroke volume to match the desired drive
cycle demand with a long Atkinson expansion-to-compression ratio.

Figure 1.1 Typical split piston engine

A veteran of engineering and management consulting, YAN Engines CEO Lu Yan

approached the Ricardo Advanced Technology Development team for support with
the simulation and refinement of this highly innovative engine concept. “Ricardo
has a strong reputation for its expertise in engine design and high quality delivery of
work. We identified that having a deep level of knowledge of these would benefit
our project
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since we wanted to challenge some of the basic principles of conventional engine

combustion models. But while engineering expertise and access to and
understanding of the physics of its own proprietary CAE tools was a crucial
consideration, location was also important.

YAN Engines tasked Ricardo with providing simulation-based design support in the
development of a prototype version of a Ford Eco Boost 1.0-litre gasoline engine
incorporating the D-Cycle piston technology. A basic model of the engine had
already been created by YAN Engines using Ricardo’s WAVE software, but the
project required the development of new simulation methods for the optimization of
the piston motion at defined engine operating points. This included an approach to
compare the simulation results of the baseline engine and the D-Cycle engine, as
well as specifically-adapted simulation models for improved fuel consumption
prediction. Using this bespoke toolset, sensitivity studies could be carried out on
various base engine parameters to maximize the fuel-efficiency benefits of the D-
Cycle concept.

We learned a lot from the design study. “It challenged a lot of our assumptions and
delivered a lot of valuable information for our prototype build. Most importantly, it
validated the fuel efficiency benefit that can be accomplished on a retrofit basis to a
production OEM engine.

In addition to providing a clear technical direction for the next stage of prototype
development, therefore we believe that confidence in the performance and
efficiency of future engines can be gained by investors on the basis of simulation
tools. The knowledge of the team in terms of the development process has been
valuable to us to better scope future budgets, schedules, and teams.

While the initial demonstration of the D-Cycle concept has been based on the
retrofit of the technology onto an OEM production engine to deliver increased fuel
efficiency, Yan is far more ambitious when it comes to the idea’s longer-term
potential “Our D- Cycle piston technology can deliver a choice of different benefits:

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more torque or more efficiency by way of a new piston profile that can be changed
within a given

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engine architecture. No longer will engines be designed around full displacement of

the stroke, while sacrificing fuel efficiency for the drive cycle. Tomorrow, we will
implement an engine with optimized piston profiles based on whatever is the
intended use for the vehicle.

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Major part description of Split piston engine

1. Crankshaft

Figure 1.2 Crankshaft

A crankshaft is a mechanical component used in a piston engine to convert the

reciprocating motion into rotational motion. The crankshaft is a rotating shaft
containing one or more crankpins, that are driven by the pistons via the connecting
rods.The crankpins are also called rod bearing journals, and they rotate within the
"big end" of the connecting rods.Most modern crankshafts are located in the engine
block. They are made from steel or cast iron, using either a forging, casting or
machining process.The crankshaft located within the engine block, held in place via
main bearings which allow the crankshaft to rotate within the block. The up-down
motion of each piston is transferred to the crankshaft via connecting rods.A flywheel
is often attached to one end of the crankshaft, in order to smoothen the power
delivery and reduce vibration.

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2. Connecting Rod

Figure 1.3 Connecting rod

A connecting rod, also called a 'con rod' is the part of a piston engine which
connects the piston to the crankshaft. Together with the crank, the connecting rod
converts the reciprocating motion of the piston into the rotation of the crankshaft.
The connecting rod is required to transmit the compressive and tensile forces from
the piston. In its most common form, in an internal combustion engine, it allows
pivoting on the piston end and rotation on the shaft end. The predecessor to the
connecting rod is a mechanic linkage used by water mills to convert rotating motion
of the water wheel into reciprocating motion. The most common usage of
connecting rods is in internal combustion engines or on steam engines.

3. Crown piston

Figure 1.4 Internal view of a crown piston

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Piston crown forms the lower part of the combustion chamber in IC engine. It seals
the cylinder and transmits the gas pressure to the connecting. As per the engine
requirement, different types of crowns are used.

The piston crown is subject to the high temperatures in the combustion space and
the surface is liable to be eroded/burnt away. For this reason, the material from
which the crown is made must be able to maintain its strength and resist corrosion at
high temperatures. Steel, alloyed with chromium and molybdenum is used, and
some pistons have a special alloy welded onto the hottest part of the crown to try
and reduce the erosion caused by the burning fuel. The crown also carries the 4 or 5
piston ring grooves which may be chrome plated.

It is basically has two type of shapes:

 Concave shape
 Convex shape

4. ENGINE ARM

Figure 1.5 Engine arms

In the typical use-case of an overhead valve (pushrod) engine, the camshaft at the
bottom of the engine pushes the pushrod upwards. The top of the pushrod presses
upwards on one side of the rocker arm (located at the top of the engine), which
causes
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the rocker arm to rotate. This rotation causes the other end of the rocker arm to press
downwards on the top of the valve, which opens the valve by moving it
downwards.A roller rocker is a rocker arm that uses needle bearings (or a single
bearing ball in older engines) at the contact point between the rocker and the valve,
instead of metal sliding on metal. This reduces friction, uneven wear and "bell-
mouthing" of the valve guide. Roller rockers can also be used in overhead cam
engines. However, these generally have the roller at the point where the cam lobe
contacts the rocker, rather than at the point where the rocker contacts the valve stem.
Friction may be reduced at the point of contact with the valve stem by a roller tip. A
similar arrangement transfers the motion via another roller tip to a second rocker
arm. [Clarification needed] This rotates about the rocker shaft, and transfers the
motion via a tappet to the valve. Some overhead camshaft engines employ short
rocker arms, also known as fingers, in which the cam lobe pushes down (rather than
up) on the rocker arm to open the valve. On this type of rocker arm, the fulcrum is at
the end rather than the middle, while the cam acts on the middle of the arm. The
opposite end opens the valve. These types of rocker arms are particularly common
on overhead camshaft engines, and are often used instead of direct tappets.

5. Engine Cam

Figure 1.6 Engine cam

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A camshaft is a long bar with egg-shaped eccentric lobes (cam lobes), one lobe for
each valve and fuel injector (if engine does not have a common rail fuel injection
system). Each lobe has a follower. As the camshaft is rotated, the follower is forced
up and down as it follows the profile of the cam lobe. The followers are connected
to the engine's valves and fuel injectors through various types of linkages called
pushrods and rocker arms. The pushrods and rocker arms transfer the reciprocating
motion generated by the camshaft lobes to the valves and injectors, opening and
closing them as needed. After the valves have been forced open by the rocker arms,
the valves are again closed by springs

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CHAPTER-2

LITERATURE SURVEY OF D CYCLE ENGINE

Joshua Finneran, Colin P Garner, Michael Bassett and Jonathan Hall [1] this paper
reviews split-cycle internal combustion (IC) engine designs. The review includes
historical work, assessment of prototypes and discussion of the most recent designs.
There has been an abundance of split-cycle engine designs proposed since the first
in 1872. Despite this, very few prototypes exist, and no split-cycle engines are
reported to be in series production. The few split-cycle prototypes that have been
developed have faced practical challenges contributing to limited performance.
These challenges include air flow restrictions into the expansion cylinder, late
combustion, thermal management issues, and mechanical challenges with the
crossover valve actuation mechanism. The main promoted advantage of split-cycle
engines is the increased thermal efficiency compared to conventional IC engines.

Prof. Dattu Balu Ghane [2] The IC engine has seen numerous revolutionary and
evolutionary modifications in technology and design over the past few decades. The
sole motto behind the modifications was to increase the overall efficiency of the IC
Engine including volumetric and thermal efficiency. Recently few benchmarking
technologies like the CRDI, MPFI, HCCI, etc. in the Otto cycle and Diesel cycle
engines have created an enormous revolution in the automobile industry. In spite of
these technological and design advances, the efficiencies are not being more than a
particular limit. However, the concept of split cycle engines has drastically
increased the overall performance in all respect. The split cycle concept basically
separates the four strokes of the conventional cycle. The Scuderi engine one of the
best-in-class engine designs based on the split cycle concept. The Scuderi engine
works on the split cycle and gives higher efficiency than the previous split cycle
engines resulting overall high performance. It also eliminates the problems faced by
previous engines based on the split cycle in terms of breathing (volumetric
efficiency) and thermal

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efficiency. This paper throws light on the greater volumetric, thermal and overall
efficiency key points related to the Scuderi Engines.

Sagar P Mistry, Prof. Roshni R. Kapadia, & Prof. Tejal A. Raval [3] this thesis
is about how to perform an analysis of four cylinder four stroke engine. As we
know, dynamometer is very expensive in the market and some way need to be built
to perform engine performance analysis based on functionality of dynamometer. So,
engine test rig had been designed before can proceed to fabrication process. Some
sketches software had used like autocad and solidworks to draft out the shape of
engine test rig. Materials selection also included in this designed process. Variable
loads will be given at constant engine speed to see whether performance of engine
will decrease or increase. Here, we can analyse at which engine speed is the
optimum of performance from this small engine. So, some losses like power and
fuel can be decrease. Author will be taking ideal procedure for improve performance
of engine to change fuel quality by blending approach and reduced emission
practically.

N. D. Chainov [4] the piston engine group includes a piston, piston rings and a
piston pin. The piston is one of the most loaded parts of the engine. It is acted upon
by the changes in pressure of hot gases and inertia forces. That is why the piston
must have sufficient strength at increased temperature and be as light as possible.
The pistons of fast running engines are usually made of light aluminium alloys. The
pistons of large diesels are made of steel but sometimes they are made of cast iron.
There is a great variety of different types of piston engine constructions including
the form of bottom surface, the number of piston rings, the form of side surface of
the piston case, the method of piston cooling and others.

Anshul Jangalwa [5] from the literature review it can be seen that this engine is
more efficient than conventional engine due to its inherent features. The Scuderi
Split Cycle Engine development is a result of the endeavour to increase the
efficiency and reduce the emissions of the engine. The research in the development

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of this new engine is very unique attempt as compared to the researches going
around world for two

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decades for improving the power output by installing additional accessories to the
conventional engine. The research and development of Scuderi Split Cycle Engine.
Is very essential because of high requirement of efficient engines with very less
emissions are prevalent. It can be concluded that the Scuderi split cycle engines are
more efficient than a conventional engine and therefore they are future alternatives
of the conventional engines. Just like conventional engines which are used for
power generation as well as in automobiles the split cycle engines could also be put
to use in the similar situation.

LITERATURE SUMMARY OF D CYCLE ENGINE

 In the 4 stroke engine there is possibility of work on four cylinder four stroke
petrol engine so with respect to improving performance of engine by
Applying minimum fuel producing more power.
 S. Sunil Kumar Reddy, V. Pandurangadu had performed in the area of
improvement of the engine thermal efficiency. In diesel engines
approximately only one-third of the fuel energy is converted into useful work
and major part of the energy is lost to cooling water.
 The IC engine has seen numerous revolutionary and evolutionary
modifications in technology and design over the past few decades. The sole
motto behind the modifications was to increase the overall efficiency of the
IC Engine including volumetric and thermal efficiency. Recently few
benchmarking technologies like the CRDI, MPFI, HCCI, etc. in the Otto
cycle and Diesel cycle engines have created an enormous revolution in the
automobile industry. In spite of these technological and design advances, the
efficiencies are not being more than a particular limit. However, the concept
of split cycle engines has drastically increased the overall performance in all
respect.
 The Scuderi engine one of the best-in-class engine designs based on the split
cycle concept.

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The Scuderi engine works on the split cycle and gives higher efficiency than
the previous split cycle engines resulting overall high
performance.It also eliminates the problems faced by previous engines based
on the split cycle in terms of breathing (volumetric efficiency) and thermal
efficiency. This paper throws light on the greater volumetric, thermal and
overall efficiency
 The Scuderi split cycle engine are still neither used in practice nor
incorporated in all the vehicles.
 The power density is same as other gasoline engines due to compression
cylinder.
 The additional number of cylinder increases the cost of the engine.
 The additional cylinder also adds up to increase in frictional losses.
 Here a greater advancement and a major upgrade is presented , A more
modified engine which is less complex design and simpler construction
 The d cycle engine which has a split piston design which completes 4 strokes
of an engine one revolution of a the crankshaft same as the scuderi engine
with a single cylinder and single split piston
 The d cycle engine is an advancement to the scuderi engine and lesser
limitations compared most types of engines. The d cycle engine has simple
construction which helps produce more and higher efficiency leading to a
major improvement.
 In light of new regulations being imposed on both on- and off-road heavy-
diesel equipment as well as constant demand from customers to reduce their
total cost of ownership through fuel savings, this major heavy-diesel OEM
engaged to integrate the D-Cycle into their existing production engines.
 Demonstrate the feasibility and viability of split piston engines for various
applications, such as heavy duty vehicles Split‐cycle engines separate the four
strokes of intake, compression, power and exhaust into two separate but
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paired cylinders The first cylinder is used for intake and compression . The
compressed air is then transferred through a crossover passage from the

compression cylinder into the second cylinder, where combustion and exhaust
occur
 In the present work an engine which does not require two separate cylinders
but a single cylinder with a single piston reducing complexity in engine
processes The split piston engine does not separate the compression and
exhaust strokes such as a regular split cycle engine

Scope of present work

Demonstrate the feasibility and viability of split piston engines for various
applications, such as heavy duty vehicles

Split‐cycle engines separate the four strokes of intake, compression, power and
exhaust into two separate but paired cylinders. The first cylinder is used for intake
and compression. The compressed air is then transferred through a crossover
passage from the compression cylinder into the second cylinder, where combustion
and exhaust occur

 In the present work an engine which does not require two separate cylinders
but a single cylinder with a single piston reducing complexity in engine
processes
 The split piston engine does not separate the compression and exhaust
strokes such as a regular split cycle engine

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OBJECTIVES OF THE PROJECT

The objectives of design and development of a split piston engine are to:

 In present work our objective is to design and develop the split piston engine
to verify and determine its Mechanical efficiency, friction and power
produced.
 To develop the 3D prototype model of a working cycle of the split piston
engine.

Applications

 This engine can be mostly used heavy military applications such as the
MTVR military marine trucks and other heavy military vehicles.
 This engine can be used for various heavy farming vehicles such as tractors
and other farm vehicles.
 This engine can be also used in turbo powered vehicles as normal engine had
decent results and did not support well with turbo power.
 This engine can be used in 4 wheelers which are used on daily basis providing
greater fuel efficiency and power.
 This engine can also be used in some super bikes which require greater
power, which requires larger horse power to reach higher speed.

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D CYCLE PISTON CALCULATIONS

PISTON
Thickness of piston head or crown is determined on basis of strength
Thickness of piston head on basis of strength
t h = √ 3P . D2/16σt {Eqn 4.1a}
= √ 3 × 3 ×1302 /16 × 38 {Taking σt for cast iron = 38 N/ mm2}
= 10.27 mm
Where p = 3N/mm 2 ( max gas pressure )
A = π D2/4 {Eqn 4.2.1a}
= π ×1302/4
=13273.2m2
INDICATED POWER ( IP )
IP = PmLAN / 60 {Eqn 4.2a}
= 0.75 × 0.110× 13273.2 ×2000 / 60
= 36501.3
= 36.50 KW
BRAKE POWER ( BP )
BP = IP × nm {Eqn 4.3a}
= 36.50 × 0.8
= 29.2 KW
Heat flow through piston head (H)
H = C × H cv × m ×BP {Eqn 4.4a}
= 0.05 ×42× 41.7 × 10−6 × 29.2(Taking C=0.05)
= 2.55 KW
= 2550 W

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DEISGN OFPISTON SKIRT



Maximum side thrust on the cylinder due to gas pressure (p)

R = m × p× D2/4× p {Eqn 4.5a}
R = pb × D × 1 (Taking pb=0.45 N/mm2)
= 0.45 ×130
R = 0.1× p ×130 2 /4 ×3
= 3981 N
R = 5805 = 3981
= 68.05mm
Total length of piston
L = Length of skirt + Length of ring section + Top load
= 68 + 35 + 10 = 113mm

Mechanical Efficiency (n mech)

n mech = BP/ IP {Eqn 4.6a}

= 29.2/36.50
= 0.8 %


DEISGN OFPISTON HEAD OR CROWN
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



Thickness of piston head basis on strength

T h= √ 3 p . D2 /¿16 σ t {Eqn 4.1a}
= √ 3 ×5 ×130 2 /16 ×38
= 20.41 mm 2

Since engine is 4 stroke engine, No of working stroke per minute.

n = N/1 = 2000/1 = 2000


Cross sectional Area of the piston
A = π D2 /4 {Eqn 4.2.1a}
= π ×1302 /4
= 13273.22 mm 2

We know that Indicated power

IP = 0.75× 0.125 ×13273.22× 2000/60 {Eqn 4.2a}

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IP = 41478.81 = 41.478 KW
Break power
BP = IP × nmech {Eqn 4.3a}
= 41.47 ×80%
= 33.176 KW

2. Radial Ribs
The Thickness of Ribs varies from
t 4 /3 ¿ t 4 /2

Thickness of Ribs
= 20.41/3 to 20.41/2
= 6.803 mm to 10.205 mm

PISTON SKIRT
R = m× p × D2 /4 × p {Eqn 4.5a}
R = 0.1 × p 1302 /4 ×5
R = 6636.61 N
R = pb × D × 1
= 0.45 × 130
= 58.6 = 6636.61 N
= 113 mm

Total length of piston

L = length of skirt + length of ring section
L = 60 + 35 + 25
L = 120 mm


DEISGN OF CRANK

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Now the piston force

Pmax = P * no of cylinders

=1248 *10-6*4000

= 55*4/1248*10-6*4000
= 44.07

Piston force Fp = π/4 * D2*p {Eqn 4.7b}

= π/4*(69.6)2*44.07

= 167.67 KN

Assuming the distance between the bearing 1 &2 as b = 2D

= 2*69.6
= 13902 mm

b1 = b2 = b/2 = 69.6

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We know that due to piston gas load, there will be two equal horizontal
reactions H1 & H2 at bearings 1 & 2 respectively.

i.e H1 = Fp/2 = 167.66/2 = 83.83 kN= H2 {Eqn 4.8b}

Assuming that the length of bearing to be equal

i.e. c1=c2=c/2 {Eqn 4.9b}

We know that due to weight of flywheel acting downwards, there will

be two vertical reactions V2 & V3 at bearings 2 & 3

V2 = V1 = W/2 = 9.8/2 = 4.9 N

Since, the belt is absent in engine, neglecting the belt tension exerted by

belt. i.e T1 + T2 = 0

Now, lets design various parts of crankshaft

(a) Design of crank pin

Crankpin is also subjected to shear stress due to twisting moment. Thus

we can calculate bending moment at centre of crankpin and twisting
moment on crank pin and the resultant moment.

Let, dc = Diameter of crank pin in mm lc

= length of crank pin
σallow = allowable bearing stress for crank pin =83kg/mm2

Bending moment at the centre of crank pin is Mc

= H1 * b2 {Eqn
4.10b}
= 83.83 * 69.6
= 5834.56 kN mm

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We know that
Mc = π/32 * (dc)3 * σb
{4.11b}

5834.56 x 103 = π/32 * (dc)3 * 83

Taking σb =83 for steel

dc = 89.46 mm say 90 mm

Now, the length of crank pin

lc = Fp/(dc*pb) {Eqn 4.12b}
= 167.67x103 / (90 * 10) --------------- (say pb =10)
= 186.28 mm

(b) Design of left hand crank web

The crank web is designed for eccentric loading. There will be two
stresses
acting on the crank web, one is direct compressive stress and the other is
bending stress due to piston gas load (Fp).

The crank web is subjected to the following stresses:

i. Bending stresses in two planes normal to each other,

ii. Direct compressive stress and
iii. Torsional stress

We know that the thickness of crank web is t

= 0.65 *dc + 6.35
= 0.65* 90 + 6.35
= 64.85 = say 65 mm Also
width of crank web is,
w = 1.125 * dc +12.7
= 1.125 * 90 +12.7
= 113.95 = say 115 mm

The maximum bending moment on crank web is

Mmax = H1 (b2 –lc/2-t/2)
= 83.83 (69.6- 186.28/2-65/2)
= - 4697.83 kN mm
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The bending moment is negative; hence the design is not safe. Thus the
dimensions are on higher side.

Now lets assume,

dc = 45 mm
hence, lc = 372.57 mm
This is very high, which will require huge length of crank shaft. To have
optimum dimension of crankshaft lets assume length of crank web as.

lc = 24 mm
and check whether these dimensions are suitable for the load exerted
by the piston, & other forces

Now, t = 35.6
w = 63.32 = say 68 mm

This thickness is also on higher side, lets assume thickness of crank web
as t = 13.2 mm
As compared to width of crank web thickness is more BM
M = 4275.33 kN mm
Section modulus
Z = 1/6 *w*t2 {Eqn 4.13b}
= 1/6 * 68 * 13.22Type equation here .
= 1974.72 mm3

Bending stress, σb = M/Z {Eqn 4.14b}

σb = 2.165 kN/mm2

The compressive stress acting on crank web are

σc = H1 / (w*t) {Eqn 4.15b}
= 83.83 / (68 * 13.2)
= 0.09339 kN/ mm2

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The total stress acting on crank web is

σT = σb + σc
= 2.2583 kN/ mm2

Thus total stress on crank web is less than allowable bending stress of 83 N/mm2

Hence, the design is safe

Design of right hand crank web

From balancing point of view, the dimensions of right hand crank

web i.e thickness and width are made equal to the dimensions of left
hand crank web

(a) Design of shaft under flywheel

There are two types of bending moments acting on shaft. Bending moment
due to weight &, bending moment due to belt tension. Neglecting the belt
tension, lets design shaft diameter...

Let, ds = diameter of crank shaft

Since the length of bearings are equal

l1= l2 = l3 = 2(b/2-lc/2-t)
= 2(139.2/2- 24/2-13.2)
= 88.8 mm
Assuming the width of flywheel = 200 mm C
= 88.88 + 200
= 288.88 mm

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Cosidering the space for gearing and clearance, Let

C = 300 mm
Bending moment due to weight of flywheel ,
Mb = V3 * C {Eqn 4.16b}
= 4.9 x 103* 300
= 1470 x 103 kN mm
Also the bending moment of shaft is
Ms = π/32 * ds3 * σallow {Eqn 4.17b}
1470 x 103 = π/32 * ds3 * 83
ds = 56.50 mm say 60 mm



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 DESGIN AND DEVLOPMENT OF SPLIT PISTON ENGINE

DESIGN OF CONNECTING ROD



t × t) + ( 5t – 2t ) ×t
= 8t 2t 2
t 2

STEP 1 :Force acting on connecting rod
pc =(π D
2
/4 ) × pmax {Eqn 4.18c}
pc = ( π × 1002 /4 ¿ ×5
pc = 39269.90 N

STEP 2 : Critical buckling load

pcr = pc × f (s) {Eqn 4.19c}
= 39269.90 × 6
= 235619.44 N

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STEP 3 : Calculation of t
A = 11t 2 k xx t a = 1/7500 σ c = 330 N/mm 2
pcr = σ c × A¿ 1+ a ( L ¿ k xx )² {Eqn 4.20c}
235619.44 = (330 × 11t 2)¿ 1+ 1¿ 7500 (168¿ t )²
 t = 8.128 mm ≈ 9 mm

STEP 4 : Dimension of cross section

B = 4t = 4× 8 = 32 mm
H = 5t = 5 × 8 = 40 mm
Thickness of web t = 8 mm
Thickness of flange t = 8 mm
The width B = 32 mm is kept constant throughout the connecting rod

STEP 5 : variation of height

At the middle section H = 5t = 5 ×8 = 40 mm
At the small end H 1 = 0.85 H

= 0.85× 40 = 34 mm
At the big end H 2 = 1.2 H

= 1.2 × 40 = 48 mm
Dimension ( B / H ) of section at big end = 32 mm × 48 mm
 Dimension ( B / H ) of section at middle = 32 mm × 40 mm
Dimension ( B / H ) of section at small end = 32 mm ×34 mm

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CHAPTER 3

METHODOLOGY OF D CYCLE ENGINE

Figure 3.1 Methodology of d cycle engine

1. System Requirements Analysis:

 Identify and analyse the specific requirements of the project, including the
desired performance, functionality, and constraints.
 Determine the operational environment and the specific scenarios the system
should be able to handle.

2. Design parameters and material selection

 Appropriate materials are selected for specified parts of the engine as per the
conditions necessary
 Design calculations are performed and necessary modification of parts are done

3. Part design and assembly using solid works software

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 Each part is designed individually and assembled using solid

works To have a complete design model.

4. Finite analysis of designed engine and comparison

 Several important parts which act as a major backbone of the system are
analysed to compare results with older versions
 Fatigue and thermal analysis of connecting rod is carried out and results are
displayed

. Prototype 3d Printing

 The designed model will be 3d printed to have a prototype view od the engine.

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CHAPTER -4

WORKING OF D CYCLE ENGINE

Figure 4.1 All 4 strokes in a d cycle engine

Differential Stroke-Cycle Piston Technology or D-Cycle is a vertically split-piston

that completes the same four engine strokes of a traditional internal combustion
engine (ICE) in a single crankshaft revolution.

This is the working path for a typical D-Cycle implementation – from left to right:

1. The crown is mated with the seat during the power stroke;
2. The two halves split at the low-pressure portion of the power stroke;
3. The crown performs the exhaust and intake strokes; and
4. The crown and seat recombine during the compression stroke.

All four strokes – power, exhaust, intake, and compression – are completed within a
single crankshaft rotation.

D-Cycle technology executes a true mechanical Atkinson stroke, reduces cyclic

energy losses, and matches intake displacement to power demand – which all adds
up to higher power density and better fuel efficiency.

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D-Cycle can be designed into existing production engines, and we have successfully
retrofitted a variety of engine sizes using different fuel sources.

The D-Cycle piston replaces pistons in traditional internal combustion engines with
a split-piston, changing the engine’s basic functionality and transforming the way
the engine produces power and adapts to driver demand, improving fuel efficiency
by 20%.

The heart of the D-Cycle is a split-piston that completes the four engine strokes in a
single crankshaft revolution, reducing the cyclic energy losses. The D-Cycle
performs both functions in a single revolution by splitting the piston and using the
lightweight top half for the low stress functions of gas exchange and the combined
halves for the high stress compression and combustion functions.

The differential stroke cycle piston (D-Cycle) concept relies on a split piston that
completes the four engine strokes in a single crankshaft revolution, thus providing
the opportunity to reduce the cyclic energy losses and improve combustion process
efficiency. This is achieved via the use of a vertically split piston, with a lightweight
crown and ring lands which can be moved independently of the main piston body to
accomplish the lower stress functions of the induction and exhaust strokes. During
more mechanically demanding compression and combustion strokes, the two parts
of the piston are recombined, and power transmitted solely via the crankshaft. The
D- Cycle concept thus achieves all four strokes of the piston within a single rotation
of the crankshaft. More than this, it provides a much greater flexibility in improving
efficiency, for example by reducing intake stroke volume to match the desired drive
cycle demand with a long Atkinson expansion-to-compression ratio.

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Figure 4.2 PV diagram of Atkinson

cycle An Atkinson cycle works in the following way:

Adiabatic compression (Compression Stroke): First of all, the piston helps the
engine to suck the air-fuel mixture from outside into the cylinder. After that, the
piston moves up (from BDC to TDC) to compress the air-fuel mixture. During this
upward motion (from 1 to 2) of the piston, it increases the temperature and pressure
of the mixture by compressing it. However, during this process, the enthalpy of the
air-fuel mixture remains constant while volume decreases (as shown in below given
diagram).

Isochoric compression (ignition phase): As the piston and compressed air-fuel

mixture reaches at point 2, an external heat source provides heat to the compressed
mixture. Due to this ignition, the air-fuel mixture’s enthalpy and pressure increase.
However, no changes occur in the volume during this phase. This phase is the same
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 DESGIN AND DEVLOPMENT OF SPLIT PISTON ENGINE

as the isochoric compression phase of the Otto cycle. During this process, the piston
moves more and compresses the mixture without changing its volume.

Adiabatic expansion (power stroke) – After the ignition process, the power stroke
starts. In this stage, the gas (combusted air-fuel mixture) performs work on the
piston and moves it from TDC to BDC. Due to the piston’s downward motion, the
gas expands, and the piston’s downward motion rotates the crankshaft, which
further rotates the flywheel. In this process, the gas volume increases while pressure
reduces. This process is known as Isentropic because there is no change in the
enthalpy.

Isobaric exhaust (exhaust stroke): The objective of the latest Atkinson cycle is to
permit the pressure inside the cylinder equal to atmospheric pressure at the
expansion stroke’s end to be. In this cycle, the decompression doesn’t occur in the
cylinder like the Otto cycle. After this exhaust stroke, the piston moves toward TDC
from BDC, and the whole cycle repeats.

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Chapter 5

Conclusions

While the initial demonstration of the D-Cycle concept has been based on the
retrofit of the technology onto an OEM production engine to deliver increased fuel
efficiency, Yan is far more ambitious when it comes to the idea’s longer-term
potential: “Our D- Cycle piston technology can deliver a choice of different
benefits: more torque or more efficiency by way of a new piston profile that can be
changed within a given engine architecture. No longer will engines be designed
around full displacement of the stroke, while sacrificing fuel efficiency for the drive
cycle. Tomorrow, we will implement an engine with optimized piston profiles based
on whatever is the intended use for the vehicle. Ricardo’s WAVE software and the
capability to optimize the piston profile will be a key resource in this future.”

FUTURE ENHANCEMENT

1] The piston must have a windowed skirt to allow the passage of the auxiliary arm,
increasing the pitch of the piston

2] By having a split piston, the crown separates from the main body and has less
surface area for cooling due to which the combustion chamber works very hot and
limiting the piston cooling, hence a better solution is needed for system cooling

3] Extra oil injectors must be added to cool the crown, and with the skirt so low, it is
possible that oil leaks into the cylinder hence oiling systems can be improvised

4] It has more than 5 extra moving parts prone to failure and above all the bearing
that follows the cam will be required to handle greater loads hence a better
mechanism is required at that point.

5] The crown piston will suffer double wear vs the skirt piston since it goes at

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double speed

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6] The shape of the auxiliary camshaft makes the crown piston run at very high
speeds so it can easily be deduced that it will not be able to rotate at very high
revolutions

7] The cams now rotate at twice the speed vs a 4 stroke engine, having aggressive
ramps for the valves. The intake and exhaust stroke will be performed at twice as
fast decreasing gas flow.

8] A spring is needed to make the arm with the piston comeback

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REFERENCES

1] Joshua Finneran , Colin P Garner , Michael Bassett and Jonathan Hall “A Review
of Split-Cycle Engines” on 19th June 2018
2] Prof. Dattu Balu Ghane “SCUDERI SPLIT CYCLE ENGINE: REVOLUTIONARY TECHNOLOGY &
EVOLUTIONARY DESIGN REVIEW”

3] Sagar P Mistry, 2Prof. Roshni R. Kapadia, 3 Prof. Tejal A. Raval “Review Paper
on Four Cylinder Four Stroke Petrol Engine” on 2016
4] N. D. Chainov “PISTON GROUPS”
5] Anshul Jangalwa “SCUDERI SPLIT CYCLE ENGINE: A REVIEW”
6] https://youtu.be/CeHQgIYDXOo?si=rTJ95PvuRgBILzUn

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