Scuderi Engine

The Scuderi Split-Cycle engine is an in-process four stroke engine which works after the split engine principle with spatially separated clock cycles. It was named after its inventor Carmelo J. Scuderi.

History

Since 2001, developing the Scuderi Group of West Springfield together with automotive suppliers such as Bosch and Mahle Engineering and the Southwest Research Institute in the Scuderi Engine. Since March 2008, the Company initially funded the research and development of the first split-cycle naturally aspirated engine of its own funds.

From 1994 until his death in 2002 Carmelo Scuderi worked on the optimization of the engine. Until July 2009 $ 35 million have been invested in the project. A 1 -liter prototype with two pairs of cylinders was presented in April 2009 at the SAE World Congress in Detroit at the Society of Automotive Engineers. Further extensions and improvements are planned.

Benefits

The Scuderi engine should be distinguished by a more consistent combustion, higher efficiency, lower emissions and higher torque according to the company.

The Scuderi engine with compressed air storage also practically corresponds to a supercharged engine with a low charge-air cooling. May be higher than in conventional two-stroke gasoline engines are achieved per cylinder volume as it can get in more air into the combustion cylinder through the precharge. Conversely, one could reduce the displacement and the friction thus the same performance. It has been calculated that the Scuderi engine should consume 25 percent less fuel in a midsize car than conventional gasoline engines, as air-hybrid engine, even 30 to 36 percent less.

In the next stage of development of the Scuderi Engine to be equipped with a turbocharger, which should contribute to a further increase of torque and efficiency.

Disadvantages

  • Practically any gasoline engine or a diesel engine to be ignited after the top dead center. But ignition after TDC is always a loss of efficiency ( see the constant-volume and constant-pressure process).
  • The exhaust gas temperature may rise. The efficiency of a heat engine is determined by the maximum temperature after combustion ( after top dead center ) and the minimum temperature at the end of the gas expansion or working process (bottom dead center ).
  • The working cylinders is increased thermal load. There may be problems with the hot cylinder and the temperature voltage between the hot and cold cylinders occur.
  • The air delivery tube can generate significant flow and friction losses and therefore reduce the precharging of the working cylinder.
  • Compression and decompression of air as an energy storage process only low levels of efficiency and would be inferior to the hybrid-electric system, for example. It is questioned whether the Air-Hybrid achieved with the limited air capacity and the extra engine parts and the losses in the energy conversion a significant increase in efficiency.

The Scuderi Group indicates that the technical concerns exhausted and solved the problems and the reliability are assured by numerous patented developments, but no reputable publications or other scientifically accurate and verifiable statements on this engine are known.

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