Designing an Open-Source Hybrid-Electric Rotary Engine
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- Опубліковано 12 вер 2024
- In this video, we review Project OSAKI's first update since the inaugural video. We've made decisions, we've made compromises, we've made progress, and most importantly, we've learned things.
Thank you to all of you! The Discord server has been an absolute success, and I thank you all for it. It's now fully public, check it out here!
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Works great when installing a tight hose onto a barb!
For the ECU you should use a speeduino. It has the same idea as project OSAKA being cheap and open source.
Speeduino is a great option. RusEFI is a great community too.
For the ECU, just go with an Arduino mega or the open source Speeduino. Much more affordable than a megasquirt ECU (or even the micro) and fits the open source requirements of the project
It might be worth reaching out to Rob Dahm to get some ideas from him. I imagine he's pretty busy right now, but once pikes peak is over, things should slow down.
12 rotor
Also, to deal with the heat issue: Take a look at Ernie Brink's modification to the 13B. He makes the spark plug aperture smaller to reduce the loss of combustion which lowers the overall temperature of the engine. Just a thought.
ECU: speeduino (open source, will work with rotary). Wouldn’t be too hard build in control for the electric stall based on a map and crank angle pulse.
If you go with an automatic transmission you could integrate a radial electric motor into the torque converter. That way it could be more universal to other projects not using a rotary .
First gen Honda insight had a 10hp electric motor sandwiched between the engine and the cvt gearbox. I think it was 144volts.
8:05 You didn’t introduce the beard. It definitely deserved its own introduction.
It does
I've thought a lot about hybrid drivetrains and have come to the conclusion that the best (least compromised) solution would be to make a custom differential housing that holds the electric motor. There's no sense in having a motor before the transmission, not only due to drivetrain loss, but also the fact that you're putting more torque through the transmission. Additionally, a clutch could be added before the diff to disconnect the ICE/transmission completely and run purely electric. The trick is going to be motor control, but once figured out, b you could do cool stuff like a max acceleration flatshift mode wherein pushing the clutch pedal while at WOT overboosts the e-motor while shifting to torque fill while you shift gears.
This is assuming that we are creating an open source single motor budget application for a RWD sports car. With a budget and packaging for multiple motors, obviously an e-AWD set up with motor(s) driving the front wheels, and possibly more importantly, collecting energy from the front wheels during deceleration is also ideal
Great comment @SchroedingerK; I believe Toyota use the motor/alternator/starter combintation directly driven/driving effectively at the crankshaft. Perhaps they had reasons of expedience to do this, but when you factor in drive-train losses of 30% or more it becomes immediately apparrent that such a compromised approach is frankly unreasonable.
Following this logic, two motors _after_ the differential should be most efficient, but in practice might compromise suspension options.
Perhaps somewhat contrary to your considerations Herr Schroeder, mine come from some design ideas some 35 years ago, still a kid after completing a kit-car with a friend and fantasising about the "next project".
My philosophy was to employ a higly efficient, yet low power ICU, capable of powering the vehical to your desired cruising speed indefinately - in the UK 80mph would be a reasonable speed for road vehicals. What I then named: "torque assist" operated a little like the early supercharger cars where bottoming out the gas pedal would engage the charger for only a temporary period - I think you could run some of the Porsche designs for only 14 seconds at a blast before the exaust valves would begin to burn out. You might also draw a comparison with the kick-down facility on an auto box. Your accelerator travel begins until the idealised fuel/rpm ratio for the ICU is maximised, then you feel a small resistance from the pedal, after which you are progressively introducing "torque assist".
Such a layout permits very low fuel consumtion and a lightweight ICU, whilst minimising the weight of required batteries. Good accelleration is readily provided, and intermittent very high top speeds are possible within the constraints of battery resources.
@@jamesportrais3946 I agree with you that two motors after the diff would be even better than one before... And one to each of the front wheels would be best too with active torque vectoring to each wheel. BUT, this UA-camr is not an OEM with a multi-million dollar budget to figure spend on research and development. I'm thinking within the constraints of an open-source DIY budget and know-how along with the stated goal of relatively small and lightweight affordable sports car. I'm also wondering why he would choose to proceed with a single rotor design. May as well leave it as a two rotor... Or for a DIY application, not even use a Wankel engine as they aren't as cheap and abundant as so many other options. If he's after cheap and light, find a good motorcycle parallel twin. I suppose you end up with sequential shift, rather than H-pattern, which may negate part of the "experience car" philosophy.
So many ways to skin a cat!
@@jamesportrais3946 I forgot to mention that prior to posting my comment, I didn't realize that, as of 2014, Honda had updated their hybrid design from one motor to two. One on the flywheel, as they had, as well as one after the transmission, with a coupler between the motors and ability to decouple the CVT.
Been saying for years that rotary is the perfect platform to hybridize, that no one has done 🤘 I'll be following this for sure!
The BrapZap is back!
Woooo!
didn´t even watch this (only the first vid.), but already know i have to support this!!!
I really like that people are actually getting the opportunity to really be creative in this new world of powertrain that’s available these days… I’ve thought allot about doing something, but I don’t know where to start. I’ve got so many projects to catch up on I’m too overwhelmed to dive into the unknown, but I look forward to following and learning along with this project
Hey mate, i'm a dealer of Speeduino and other ECUs.
They're open-source, so it fits the essence of the project.
I would like to sponsor the project, if you want to collaborate, let me know👌
Just stopped doing homework to watch this
This is your new homework now.
😂
Please keep this goin man, this project would save my life right now
Thanks for the shout out! Fantastic Comment as always!
Anytime my man!
You should just keep both rotors functioning. Without apex seals the rotor is going to bang around housing.
I want this project to succeed so bad! Open source FTW!
1. Open Source Auto Kit Association = OSAKA = Ready made mascot for the program using the character of the same name from Azumanga Daioh
2. Why are you killing yourself and momentum on a hybrid design when 100s of 1.3L 3 cylinder mitsu mirage engines are available for a fraction of the effort and price? Why not just use 600cc predator engines like the Robot Cantina guys which are even more plentiful? Less frontal area and weight due to narrow tandem seating means that you can probably get to highway speeds using cement mixer engines and motorbike/cvt transmissions without the rnd costs. This is starting to look like an open source version of the Elio, which is perma-vaporware tier.
He's doing the same thing a lot of young guys do. He's making due with what he has. Its like the guy in tech school putting 5k into a cavalier instead of paying 4800 for a Supra. He is doing the opposite of what makes cars great, even the rx7 was simplicity. Let's say this takes off. Where are they going to source 1500 12as vs 1500 Kubota diesels? I'd hire the heck out of this guy but he's not going to be in charge of any projects until he gets some more experience.
@@jerbear7952 Thank you for your thoughts, but a few patrons could have given him the change for a used bike with a working motor transmission combo. I honestly think the idea could work but Rotary engines are a meme for a reason lol
that is FUCKING AMAZING!
I ran a Megasquirt v1 on my 84 GSL-SE autocross/track car. Probably the easiest to adapt to all sorts of weird crap.
TeamBoosted has already built a single rotor mazda engine a while back maybe you could check their videos to see how it was done but i remember it working somewhat decent. Because if you are gonna keep the second rotor for purely the sake of balance and deactivating it i see no benefit in not actually using all that mass and hardware to make power and run a 2 rotor hybrid already.
Atkins rotary sells apex seals, as well as tons of other rotary parts
I have a Speeduino kit sitting on the shelf that I bought for my $2000 Challenge E30.
I have been thinking half VW motor, IRS pan and transmission. Have too many VW parts laying around.
Also been thinking about Geo/Suzuki 1L, 3cyl. I daily drove/autocrossed for several years.
I'm doing a lot of thinking. Message sent.
But please acknowledgement where its due: you just dis-proved the main project outset concern I had: your going to have to be nimble and adaptive with your design and open to input from way smarter people than you are.
Aces move and mindset!
What would keep the rotor from just rubbing directly against the housing if you take the apex seals out? It has to rub the apex seals along the housing to spin properly without damaging the housing. Would it be possible to just connect the intake and exhaust ports for the disabled rotor? You could maybe clearance the rotor tips on the sides to allow a gap for compression to flow between lobes as it spins.
We have been talking about connecting the active exhaust to the inactive intake. Most believe it would lower efficiency but I'd love to see for myself. The rotor wont hit the housing because it follows a fixed path dictated by the stationary gear and the eccentric shaft. It'll have clearance where the seals used to go.
Wonderful!
I recommend going e-cvt for tranny/generator/hybrid functions, no belt and minimal gears. I recommend taking a look at Ford and Toyota's hybrid transaxle e-cvt.
A electric motor from a forklift might work, if the the golfcart engine is too weak
Side seals and cornor seals should go back where there were as they have a gap spec that is specific to each side.
If you have to generate pumping losses in your second chamber anyway, I wonder if you could pipe it into your main chamber as a supercharger.
brap brap brap brap brap
@robdahm might be interested in this project
🎉🎉
I would love to help out with the OSAKI project.
I love the idea, but why not just buy a used Mazda rotory range extender from the junk yard instead, they should be cheap and plentyful by then.
Also I wonder if Mazda is reaching out to UA-camrs like they did with Scotty Kilmer's channel with the pre-made pro Mazda power point.
With the electric assist I think this could be computer controlled to fine tune this engine for diesel gas or propane
How would propose it use diesel?
Could you please make all content available somewhere not owned by facebook? I'd rather not be part of that ecosystem.
This project seems like something you should have a website for.
Wait... Nikola Motor company...
THAT Nikola Motor Company, or is it a different one that just has an unfortunately similar name?
I don't know if this is a dumb question, but wouldn't it be easier just to fix the dead rotor? Then you wouldn't be wasting all the mass of spinning a second rotor for no reason.
There's nothing wrong with the second rotor. The plan is to test a single rotor engine.
@@StandRacing
Ah, fair enough... Again though, any particular reason why? Instead of just dragging a huge amount of deadweight for no reason, wouldn't it make more sense to have it be functional?
@@tristangillis7365 The extra rotating mass doesnt make much difference at constant RPM (which is what I'm most interested in), only when accelerating. The main question we want answered is, How much fuel efficiency can we squeeze out of the rotary? So reducing the number of combustion chambers by 1/2 is a quick way to get a big result.
Can you please at post the short form content on UA-cam shorts?
I will be publishing more shorts content on UA-cam this week. The problem is UA-cam shorts policy requires me to keep the length under 60 sec so it's going be a little different than the IG content.
Do you know Mazda has already done it ua-cam.com/video/SnI2HedhOvw/v-deo.html a single rotor hybed.
It gets a respectable 33 mpg with all of Mazda's R&D bought to bear on it.
Seems like a diversion from developing the car part of the project though.
The power requirements for a lightweight streamlined inline two seater car focused on economy and price point seems better suited to a small to mid size motor bike engine.
A performance 4 cylinder 250cc bike engine can get 70 mpg without the need for electric motor/battery, added weight, complication and added expense.
Sounds like more of a side project that anything cheap and useful.
You are actually going through with an idea I've thought about for years. I commend you sir
How does one formally submit a modelling of the exterior?
Go into the discord in the video description, there is a channel for design submissions 👍
@@StandRacing Thank you!
I would also like to contribute to your project . I am an automobile engineering student and this project can teach me alot . How can I help?
Whoa! Keisuke Takahashi himself! Wants to help???
Lol send me a form through my website at www.standracing.com/volunteer
The discord link is expired.
Sorry. Try it now.
The discord link expired
I could have sworn I set a non-expiring one! Try it now
Discord link ded or something
I think I've been deactivating the old ones when I generate a new one. Try it now.
@@StandRacing all gud
Nikola motors...
ua-cam.com/video/UPFFXBAe5mc/v-deo.html
Driving 4 Answers suggests an actually great possibility for an engine!! That could make things simple to some extent
Rob Dahm?
car companies: hmmm yes we';ve spent 6 billion dollars on R&D alone for this new car its revolutionary but 99% of its technology is still the same as with other cars
this freak: okay so i don't need all of this crap im gonna design everything on my own from the ground up
One has working vehicles on the road.
Getting expensive. There is a company that is doing this. Alcohol fueled for less emissions.
The nikola motor company that lost 99.2% of it's stock value over the past 4 years because it was a giant scam?
🫶🏽 😂😂😂😂😂😂😂