Wrong summary it's just an alternative ICE cycle

_Eric

Thu Jun 01 09:32:28 -0700 2006

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The title and summary are wrong. This is not an hybrid engine. It just splits the tasks of 1 cylinders to 2 cylinders. First cylinder does intake and compression, while the other does combustion/expansion and exhaust. Compressed gas/air mix is transfered (instantly?) to the combustion cylinder right after exhaust with extra valves/duct not seen in usual ICE (don't know the cycle name). Check animation here.

Wrong summary it's just an alternative ICE cycle

Technocrat.net Editor

Thu Jun 01 10:24:31 -0700 2006

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I changed the title. A lot of things get called "hybrid" these days. The Honda mild-hybrids are mild hybrids, unlike the Toyota models which are full hybrids. Nobody's really helping the consumer understand this.

Bruce

Wrong summary it's just an alternative ICE cycle

alchemar

Thu Jun 01 10:43:43 -0700 2006

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The last link is the only one that explains the hybrid part.  During braking the compression chamber is used as a compressor that goes to an air tank.  That compressed air can then be used to power the 'combustion' chamber directly without fuel.  All the other hybrids that I have heard about using compressed air required a seperate compressor and pnuematic motor.

What's with the Diesel version?

ssclift

Thu Jun 01 16:46:33 -0700 2006

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Hang on a minute... a Diesel engine compresses fuel to ignite it. From the Scuderi web site:

Because of the unique method of firing after top dead center and a very fast moving power piston, the two biggest emission problems for diesel engines (NOx and soot) are eliminated or drastically reduced.

Emission reduction has been the greatest challenge for today’s diesel engine manufacturers, with the sophistication and cost of the exhaust treatment systems growing rapidly.

So... the diesel-air mixture ignites after maximum compression? That can't be right. And in the gas engine the mixture isn't going to ignite during maximum compression, well before the spark?

It seems they have no working prototype either, and are still working on their design using computational fluid dynamics. If CFD can now confidently predict an increased turbulent mixing that will permit a fast flame front and late ignition then computational combustion has come quite a ways in the decade since I last worked with it.

The Scuderi Group plans to license the technology to qualified engine manufacturers on a worldwide basis.

So, no prototypes, and plans to license patents on the lack of prototypes in case someone actually tries to build one of these things. These guys have the whiff of troll about them.

What's with the Diesel version?

Brent

Sat Jun 09 22:03:51 -0700 2007

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If its such a good idea why no prototype.

What's with the Diesel version?

Brent

Sat Jun 09 22:55:21 -0700 2007

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As I see it.

The maximum pressure is obtained in the crossover pipes.   Caused by the compression cylinder.  The compressed air is introduced into the cylinder before the diesel fuel.  It can not ignite without the fuel.  The fuel is introduced in to the high pressure air near or just after top dead center.  it ignites in an instant pushing the cyclinder down.  The piston is not causing the compression that ignites the diesel.  Its the high pressure air condition that ignites the diesel.

The trick is going to be in how that design the valves.

take a look at these valves.
http://www.projecttransam.com/coates.htm