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Directory:Scuderi Split-Cycle Air Hybrid Engine
Split-cycle internal combustion engine claims have the potential to double fuel efficiency for same size engine, while reducing the manufacturing price by up to 50%. Built in dedicated compressor. Because it very similar to existing ICE technology, existing manufacturing infrastructure can be used for rapid deployment. Presently licensing to qualified manufacturing interests.
Rather than using batteries and electric motors/generators to harness braking energy, the Scuderi uses the air compressor.
- http://www.scuderigroup.com - home page automatically plays a 7-minute professional introductory video that describes the technology features and strengths as well as pertinent business facets.
- Company Profile
- How it works
- Theory of operation - covers Intake and Compression, Power and Exhaust, Previous Split-Cycle Designs, Crossover Passage, Faster Burn Rate, Measure of Burn Rate, Firing After Top Dead Center Is Counter Intuitive to Engine Design, Lower NOx Emissions, Low NOx Means It Can Run Leaner and Gain Efficiency, Efficiencies Resulting From Separate Compression and Power Cylinders, Built-In Supercharging: Special Benefits for Aircraft Applications, Ease of Manufacturing, Summary of Predicted Gains
- News and Events
- Patent Portfolio
- Investor Info
The Scuderi Split-Cycle Engine technology is the most significant improvement in engine performance in decades and can be applied to any internal combustion engine including gasoline, diesel, bio-diesel, and natural gas. 
How it Works
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.
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:
- the power stroke can be made longer than the compression stroke to over-expand the gas for increased thermal efficiency (the Miller Effect),
- the compression piston diameter can be made larger than the power piston diameter to supercharge the gas for increased power; and
- 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:
- an extremely fast combustion rate,
- a further increase in thermal efficiency, and
- a significant reduction in nitrogen oxide (NOx) emissions.
- Fuel efficiency improvements of 15% - 30% initially with further improvements possible
- Potential reduction of NOx emissions of 50% - 80%
- Lower average operating engine speed reduces engine wear and tear
- Design Flexibility—more controllable parameters available for achieving enhanced or customized performance
- High torque at low RPM means higher power at lower engine speeds
- Compatibility with existing engine manufacturing processes and tooling
- Same total engine size (number of cylinders and displacement) as comparable conventional internal combustion engines
- Diesel engines can eliminate half the injectors
- Four issued U.S. patents
- Three U.S. patents pending
- Three international patents pending, in over 45 countries.
- Representing over 100 individual claims
Stage of Development
An independent engine laboratory has completed a year-long computer modeling study (GT Power software) resulting in further advancements in the technology as well as significantly adding to the company’s already impressive patent portfolio.
No protytype yet.
Currently underway at a world renowned independent laboratory is the development of both gasoline and diesel prototypes of the Scuderi Split-Cycle Engine. Funding efforts are well underway for the continued development of the working prototypes and the commercialization of the technology through a worldwide licensing program. 
Inventor, Carmela Scuderi
Fluid Mechanics and Thermodynamics Engineer.
In 1992 he devised a method for capturing CFCs from the environment, which became an industry standard.
Worked for Hamilton Standard.
Founded Termaflo of Springfield, MA.
The Scuderi Group
1111 Elm Street, Suite 4
West Springfield, MA 01089
Tel: 413-439-0343, Fax: 413-439-0266
In the News
- Study of Scuderi Engine Indicates Higher Efficiency - The first independent laboratory study indicates that a gasoline-fueled version of the engine will have higher power, torque and efficiency ratings than turbocharged gasoline engines. Predicted NOx emissions are 50% to 80% less than that of a conventional engine. (Green Car Congress; Jan. 30, 2008)
See Discussion page