😍 Can you FIT 160Hp in 30 Pounds? This New Engine Can. The Omega 1
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- Опубліковано 16 жов 2024
- In this video we analyze the powerful Omega 1 engine that weighs only 30 pounds and generates more than 160HP. Something really interesting.
It also hits 25,000 RPM and has an idle of 1,000 RPM.
#engine #omega1 #power #turbo #racing #cars #speed #repairman22 #conrod #piston #rotary
I've lost count of how many of these game changing engines are supposed to have been on the market by now.
stop waiting on companies that only care about making a profit and start building them yourself.
“…it promises to…”
yep.
@@kingmasterlordwhat a dumb libertarian mindset. BuIlD yOuR oWn ReVoLuTiOnArY eNgInEs
It is good that the research is active. Without continual advances we would still have cars that use 50 liters per 100km. This research should be welcomed.
@@ionutionut2311 Research is welcome, disingenuous over hype and misinformation for the sake of youtube views and likes is not.
Great to see this! I'm 78 now (damn!) and have always LOVED innovation. Believe this or not I came up with EXACTLY the same design/concept in my twenties and I suspect that I might not have been the first even then (I just loved coming up with new approaches from my early teens in aircraft, boats, engines etc, etc) ! I called mine a 'rotary abutment' engine. As with most of my ideas I didn't/couldn't turn the design into hardware; family, home renovation/DIY, life events, too many ideas=lack of focus plus, lack of cash. At any one time in the world there are many thousands in the same 'boat'.
Major problems are materials, sealing, lubrication and heat dissipation. I did realise at the time, and treated it as such, that it would be a high speed engine and my approach was to accept 'leakage' without seals, such as the Wankel rotary uses (in a similar way to the way to the way jet engines aren't 'sealed' either).
Another factor to consider now, is the imminent changes in motive power, with various competing approaches in the mix. At this point in time, even the LIKELY winner is unknown. This increases the financial risk.
It's strange how life goes though. Coventry Climax became famous in motor racing in Formula1 motor racing, back in the day, and yet its foundation was as a very light aluminium (rare at the time) high revving 4cylinder engine designed for portable water pumps for fire fighters. Later it was adopted for use in the Hillman Imp (rear engined competitor to the Mini). Thereafter Coventry Climax used its technical know-how to work wonders in Formula 1 motor racing! I do hope these folks have the means, time and money to see it through as we never know what path might open up for this engine.
There's many super wealthy folk in the USA and hopefully one might back it. Remember that the 'Rolls Royce' name was composed from the surnames of two partners. 'Rolls' was the business/money man and 'Royce' was the Engineer!
I very much enjoyed coming up with a number of engine designs (amongst other things) over the years but should have designed, manufactured and sold new, mass market, household products....much better to make money FIRST, which is key! (Take note young inventors and remember that the initial inventor RARELY makes the money; it is the folk with business/marketing acumen who take up the idea who generally make the money.... if any!) Of course, there's no guarantee for them either! :)
I did make a small mark in hang gliders inc. powered and you can't do everything in a measly single life! Hey Ho, c'est la vie!!
NoAxe
If one has dream, one must work towards accomplishing it, THEN succumb to Life!
I've watched four videos on this engine and this is the first one that had any explanation of how it worked, the pros and possible challenges in making it work. I'm definitely subscribing!
Total BS to ripoff stupid investors.
This is going to require *very* tight clearances and *very* good maintenance to avoid dying.
Yep then add carbon buildup where the tight tolerances are needed and it's a worthless engine.
I see these engines destroying themselves at very low mileage
That gap of 0.1mm should have tolerance of 0.02mm at minimum and that seems doable but in real life this will be Mission impossible to maintain with vehicle in motion and vibration of surrounding. Good luck bringing a real life version.
Doesn't every engine? Wankel works for the most part. Don't see this being much different.
@@Null-o7j there's a massive difference between needing 1-2 thousandth of an inch and a near perfectly smooth mirror polish with zero room for being out of round. Having some kind of moving seal to hold the pressure is very important.
1)A relatively large area is being presented to the burning air fuel mixture. 2) Titanium is great but its going to take a little bit more than just that material to make expansion by heating go away. There are ways I can see but they are not showing it. 3) going to need to work on optimizing the side to side movement of the fuel air mixture. Not going to calculate at this time, but allowing the compressed fuel air mixture to expand through the transfer port since the velocity of the mixture is no higher than the local speed of sound this limits the rpm of the engine. Going to have to think that through a bit since the inertia of the fuel air mix might be used at this point to simply relocate the gas... I could be wrong here, or they might not be including certain details. Appears that this might be fun
i'd go with thenot giving certain details,
i think there's still a lot that they wont show
I think you are spot on. I would suspect that at high enough rpm’s, we’d exceed the speed of sound through the transfer port. I don’t think scavenging through the transfer port like you described will be possible as the air is being forced to stop due to the rotor disk that closes the port… that and the change in direction the air has to make going from the intake side to the combustion side.
And I do see cooling being an issue. They claim 60% efficiency but that just means it will take longer for the materials to heat up to the same temperatures minus the heat rejection capabilities. And I don’t see how cooling this is going to be easy either. Maybe it will be cooled purely through the oil and then it will have an oil to coolant heat exchanger before finally getting air cooled?
Looking at the animation and the prototype, it doesn't look like the swept volume is particularly big. Without doing any maths (since we don't have any dimensions) my guestimate is about 50cc. Even at 60% efficiency, getting 160hp out of such a small engine would be a challenge..
As with the last "revolutionary" engine, this 9ne too suffers from impossible seal issues.
Consider the wiping seal on the outside of the lump on the male doughnut..
For most of the revolution it wipes the inside of the engine block. Then it is in free space until it mates with the notch in the female doughnut. Then again, free space before returning to the engine block.
It's the unsupported free space transitions that have all the issues that a Wankel engine has and more, not fewer.
Piston rings are here to stay for a whole host of bloody good reasons.
@@dougaltolan3017 I think you overestimate how important that seal is. In a conventional engine, the rings are there to prevent blow by leaking into the crank case. When you look at the rim seal in this engine, some leakage would be acceptable without any issues.
Consider how a hydraulic gear pump works. They have cogs spinning inside a round chamber and rely on absolutely no seal between the teeth and surrounding body. They can produce some pretty huge pressures, despite the inefficiency. I know the viscosity of the fluid plays its part but any "blow by" only reduces efficiency. It's not absolutely critical.
To deal with the tolerance issues when running and hot, the solution is simple and already in use. Forged aluminum pistons in gasoline engines are under sized so when the motor is at operating temperature they will be the proper size. You just have to leave enough tolerance for the metal to expand. As in all engines the efficiency would not peak until the engine reach operating temperature
One can also tailor the metallurgy of the engine case to allow expansion of the case proportional to the rate of expansion of the rotors, allowing everything to stay in tolerance through a larger temperature range.
Those engines are easier to keep at a constant temperature because you have plenty of room to place cooling and oil ducts and you can cool down the pistons by spraying them with oil from the gallery. They also have a narrower RPM band. They also have piston rings that help seal the gap when the pistons are small, this does not.
I'm thinking that if the same technology is pushed in to this more demanding role, they would either have to sacrifice low end efficiency by increasing the gaps or they would have to sacrifice top end power by limiting the top rpm to prevent the engine from seizing due to thermal limits.
Unlike what the video implies, I think the critical gap is not the one between the rotors but the gap between the lug on the male rotor and the chamber. If there are no apex seals there will be a lot of blowby if the tolerances aren't super tight, but if the tolerances are super tight, total engine failure due to seizing will be an ever looming danger. Even a minute amount of slop in the bearing will cause the lug to drag or bounce along the chamber and thus scoring your engine badly.
youll find forged pistons expand quite alot, although they are stronger, when cold this piston will slap the cylinder wall causing wear. This also happens at extended periods of low rpm when the engine can cool (relatively).
For this reason, although forged pistons are stronger and capable of more extrememe conditions that make them ideal for racing engines, most manufacters still produce there pistons from cast alluminum as cast alluminum expands less than forged.
For an engine like this that is reliant on tolerances for adequate sealing, the engine would need to run at a near constant temperature, or use materials with a low thermal coefficent of expansion... such as titanium.
Forged alluminum expands to much for this application.. unless the engine is desighned to operate at a constant temp/speed.
That's not going to cut it for an engine without piston rings.
I personally really like the concept behind the rotary engine, if they can get a working model going and sell it for retro fits that could definitely be really neat.
WOOOW
this engine is an actual wonder in all engine designs,
if this get on actual car or motorbike this gotta be a big game changer,
considering its supposed wonders
no it's not
Anything that has parts called “doughnuts” has got to be good!
Thanks for the video Francis! The caption helped me a lot, since I don't speak English 😅. Hugs "from Brazil " and God bless you!
I want to see this engine running, but I don't have much faith 😅....
There was a similar engine concept studied at Ford research lab from 1978 till 1981. The basic idea was to separate the intake and output so that each could be optimized. It failed for a number of reasons which I can see are common to this engine. First, there is the problem of residual volume - that is the amount of compressed air left in the input side. In a conventional piston engine it is not a problem, all the compressed air is used in the combustion cycle. In this engine the residual air is not zero (non zero input part fits, volume of the transfer valve, etc.) and this will waste a lot of energy, limit the max compression ratio, and the compressed gas will expand back on the input stroke and, thus, limit the air intake. There are many more concerns that I see (leakage, differential heating, heat loss, differential thermal expansion, etc.) but I do not have the energy to type all the details. Nice concept but I doubt this engine will even come close to the efficiency of a standard piston engine.
Exactly
What was the Ford engine called?
They were called split cycle engines. There were a number of prototypes each trying to fix the problems of the previous one. They were built using a standard block with 1/2 the pistons used for compression and the other for combustion/expansion. The best version used reed valves (to try to minimize the residual gas in the compression pistons) but they never could get them to last. @@asdasdasddgdgdfgdg
This engine, the Duke engine, the pendulum engine, man You would think one of the 90 or so "world changing engines" would have made it to market by now.
Some of them find alternate uses. The curved piston engine is now a terrific compresssor.
@@tsm688 still odd to me that none have found mass market adoption.
@@sethg6157 the auto industry is actually pretty slow to change. Their tools are extremely specialized. They'd need all new everythings to make anything but inline cylinders.
That even one has made it into a commercial product tells me they're not all hot air. Just mostly hot air :P
@@tsm688 to be fair that some of these revolutionary engines are over 40 years old at this point
@@tsm688 I point I'm trying to make is that they're probably not as revolutionary as people think or otherwise they would have been adopted or at least be more common than just prototypes
_Brilliant._
I see this engine as being a constant RPM, efficient engine-generator, to be a range-extender for the coming generation of EV automobiles.
could be 👌
Emissions.
Yeah use with a CVT would make sense or hybrid
BV. EV is a misnomer.
@@AsthmaQueen CVT's suck.
While I like piston engines more, this engine does look promising. Plus I'd love to see what the engine looks like in its full engine block with the serpentine belt system
It would look like a Wankel, or like that “Liquid Piston” thing
After 10 videos, finally the perfect one, simple, easy, going to the point, no blabla, thank you so much !!!
I love that people keep trying to create something new that works better than reciprocating pistons, but so far it appears to be impossible.
Lack of funding, lack or research and development, lack of interest, lack of other figures such as efficiency.
Both radial and axial flow gas turbine engines work better than reciprocating engines in their designed use cases.
The biggest issue with gas turbine engines is that they lose efficiency rapidly when they are scaled down to the range useful for automobiles. They also have a slight issue of consuming nearly as much fuel at idle power as at rated output, which makes them even more inefficient when used to power an intermittent load like a car.
But for powering something requiring a very high and very consistent power source at a 100% duty cycle? They are absolutely better than piston engines.
@@ShuRugal true, except they are an like an order of magnitude more expensive than piston engines. That is why large diesel generators and diesel ship engines are still very common. Those engines can last well over 100 000 hours, comparable or even exceeding many large turbines.
@ShuRugal I didn't know that. If that's the case, then if you used them to power a generator/alternator, you could tune the size and rpm for optimum performance and use them to charge medium-small batteries for an electric vehicle. You'd get the best efficiency of the IC engine, and the major advantages of power distribution of electric power.
@@mikecurtin9831 the problem is that, at the scale of a car, the efficiency gains are too small to leverage and you end up wasting energy converting chemical->thermal->mechanical->mechanical->electrical->chemical->electrical->mechanical.
Then on the other end of the scale, grid power generation, burning fuel with uncompressed air to boil water into steam to power a turbine is massively more efficient, because you don't have to take power out of the turbine output to power a compressor.
Turboshaft engines are relatively niche. Inside their niche (rapid response, high power, lightweight, small footprint) they are outstanding, nothing else touches them. But if you can compromise on even one of those other points, then there are other options which work better
Unfortunately it comes with one huge lie. 80% thermodynamic efficiency is impossible. Gasoline ICEs achieve about 34% with a compression ratio of ~10. Diesel gets ~40% with compression ratio of 20-25. The best turbines get up to 50% with a compression ratio of around 80 (that's 80 bar in the combustion chamber!). 80% is impossible for a Carnot cycle engine (which all of these are, including the Omega 1). In other words, forget it, unless you are only interested in the power to weight ratio. But then you still need to deal with those pesky seals, just like the Wankel 😞
Interesting concept that merits funding for study. Issues: high combustion chamber surface area to volume ratio - you'll suffer more heat loss than the new 4-cylinder engines do? The 270 degree push is a huge advantage. Diesels and direct injection engines have a longer push than upstream injection engines, but this new engine more than doubles the swept out angle of the push. The surface area of the push is beyond tiny, compared to modern "oversquare" engines, so higher combustion pressures would be desired. You mentioned seals being an issue - very much a big yes to that. Seals are what made the Wankel engine die from EPA Regs. Trying to "tight tolerance" the very long seams and the vital single tooth "chamber separator" ...beyond daunting. Possibly would work for small engine applications, and for aerospace.
Sure those tight clearances allow it to form a seal without parts actually touching, but what happens not if but when the engine starts to wear out?
What happens if/when carbon buildup occurs?
I prefer the opposed piston engine
I wonder if this engine could be designed coaxial configuration. 1 stage counter rotating inside the other. In a way the heat expansion of both would maintain smaller tolerances?
Great video Francis ! I'm and old auto mechanic. Have rebuilt 11 motorcycles that I owned. Starting with a Puch 250 that was 2 stroke 2 cylinder engine with a shared combustion chamber ! My Cushman scooter was a 1 cyl. 4 stroke . Hondas BSAs Kawasaki and BMWs followed.
This engine exposed here has no crankshaft, or pistons. It cannot be classified as a "stroke" type engine.
I believe it is a two cycle rotary engine. It has an intake and exhaust cycle that produce power in a cycle blending combustion part of the engine rotation. That could be referred to as a third cycle; making it a 3 cycle engine !!
I think it would make for a great multi fuel electric hybrid engine, that drove a generator to alternatively power a BEV. Its light weight and high rpm. would provide great flexibility to powering a vehicle.
Very cool design! I do have a hard time seeing this making good power, but i would love seeing a working prototype.
Verry interesting. As a hydraulic engineer, I wonder is a tolerance of only 0,1mm is realy close enough to archieve a high efficiency. An effinciency of 60% seems too good to be true, as you also asume.
60% performance is not twice the performance of barely passing 40%. However, it is an interesting concept that still has sealing challenges which will be very difficult to overcome.
Ceramics can help here because of their low CTE compared to metal alloys.
Wow this is amazing!! No pistons and
Looks super simple to seal! I can’t believe this engine design has never been used. I bet it is because the oil companies bought the patent and locked it away. Is it also true that it just now is legal to release the design?
At least this one is a possibility unlike many other ones we have been shown in the past.
This seems like the most promising alternative engine I’ve seen. No seals on the rotor is a big plus. If it has to operate at a respective RPM to be efficient it would fit right in as an aero engine.
Good luck sealing that at all temperatures and tolerance changes
The constant ignition concentrated on only one side of the engine is going to require additional engineering. To overcome expansion.
Just like every other engine?
I would not be surprised if the rotor on the hot side is ceramic. Much testing has occurred using ceramic material in jet engine's rotating assembly.
A very interesting concept, but I wonder how much torque these little things will produce. While each stroke is over 180 degrees, the total amount of airflow looks minimal.
Power is the only important metric here - you get more torque less rpm by gearing. That being said I doubt it will come anywhere close to 160 hp.
Please follow up on the development of this engine. If it turns out to fall short of some of its promises, the concept has many features which lift it above the traditional manner of turning gasoline into smooth power.
"If something sounds too good to be true, it usually is."
This is a great case of some interesting engineering with some *giant* holes in it. I'm getting the same vibe from the Omega1 as I did from the LiquidPiston offering; a lot of flashy designs, trying to plaster over the inherent flaws of the concept. As others have mentioned, 0.1m tolerance isn't that great- Google converts that to 0.00393701 inches--let's be generous and round down to .0039. That's *still* just a c-hair below .004, and that kind of tolerance is already pushing the limits of acceptability in deviation for certain parts of a carburetor, in a racing application, much less the internals of a high-pressure engine. You expect me to believe that this kind of design would be acceptable in aerospace and aviation? Puh-leez. In aerospace, if a machine shop can't reproduce parts with something like .0003 accuracy, there's a really good chance that a contract will be pulled (depending on the part, naturally).
In theory, these things are awesome, but you'd think that Mazda would've beat everyone to the punch with some kind of variation of a rotary engine (not just a Wankel) if there were a fool-proof way of handling it. If not Mazda, you'd think that Toyota and Yamaha would've already found a form-factor like this; the engineering that went into the LFA alone is brain-bending, so this is kiddie-pool stuff in comparison.
This engine is a fun concept on paper, but it just doesn't work without actual sealing mechanisms. One wouldn't be able to count on the design itself sealing, no matter the materials employed in manufacture. That oil leak? It's 'cause the design can't hold it. I doubt even less that it'd keep fresh and spent gasses separate; the blowby would be terrible, I imagine. There's a reason we still use springs and rings.
/pretentious_rant
next time you start your car think about the 0,5mm clearance between the pistons and the cylinder wall, when the pistons are still cold. its not that noticable. the differece here is that you dont have a seal to make up for it, but the gap is also only about a centimeter long, so not much gases can pass, considering how little time they have before the next cycle. The concept has been well thought out and they have experienced engineers in the team. The main concern i have with this project is that it made the news one or two years ago and nothing else has been published about it since, simply meaning the development might prove too expensive if the company hasn't found enough funding.
0.1mm tolerance is nothing to write home about. Valve clearance of my bike, IE, has to be between 0.15mm and 0.20mm, so with a tolerance of 0.05mm, and it's not anything "racing". That doesn't mean this is, to me, a viable product. I see many sealing problems. Compressed air and air/fuel mixture simply has too many passages to do, and having, like in the Wankel, a "hot" and a "cold" part of the engine, worsens sealing problems.
Liquid Piston engine doesn't seem a to have anything wrong actually.
.1mm cold becomes what when the rotors are up to operating temperature? Perhaps he meant .1mm clearance, not tolerance.
@@WeighedWilson Yeah, while I wrote 'tolerance', I was thinking of clearance. Either way, the problem remains. The way this machine is designed, the mechanism itself seems to be the 'seal', and that .1mm clearance isn't going to seal itself well; you're going to see a significant amount of blow-by and fluid leak, which is why we see that prototype practically pouring fluid.
I'm thinking boundary layer effect may make the seal good?
Like, the roatator is going against of gas leak, and the wall may actually "pull" the gas because the gap is so small.
That is purely a guess from me though.
In the animation the donuts are out of balance.
There are numerous hydraulic and air compressors that operate using simular principles.
Even with titanium, they will still need to deal with the heat.. The intelligence and technology to make it work is definitely there. How well, and cost effective it will be is the question.
yea its a start I think it could be a good engine just need experiment more and see what bugs needs to be worked if any ,just the concept is awesome.
There will be different hot and cold regions which can lead to warping at sustained high loades
When you think about this engine's light weight and performance it would be a great companion to a high-performance hybrid car or SUV. If a rev limiter was used it would remove overheating the 2stroke engine retaining the specified tolerances and protecting seals. Hybrids don't need excess high revs but a constant voltage sufficient to keep generation of current to the batteries. the weight saved would improve efficiency and extend range.
Very good animations and explanation! Thank you😄
I love this channel. Please keep uploading.
I hope they follow through with this, it's a really cool concept even if it doesn't reach the HP claim. The light weight would definitely make it great to be used on a bike.
It shall be known as "Seal Eater".
All these rotary like engines have one problem - huge huge seals experiencing huge massive pressures. It's all fun and games until you have to seal a spinning chamber or a large disc shaped rotating object. It all has to do with angular velocity and such which causes differential wear. It's the same reason why rotary engines can only do like 120k km before they need a complete rebuild. Compare it to regular diesel engine block that with basic maintenance will at 1M km likely outlast any of its adjacent components and you know why true "engine revolution" didn't happen since Diesel invented his cycle.
Hello. I have a ask
Do you have a copy of this video, but in spanish? Thanks
Si, en repman22 esta. Link: ua-cam.com/video/tJnzh_Lru2U/v-deo.html
Keep the research coming. No advancement emerges without it. It took Edison several thousand failures before a successful electric light bulb came to fruition.
seal around the combustion chamber, ignight from the side of chamber after tapdead center ,and add counter weights pulley and flywheel . That great idea had the same. one when I was young rebuild a engine one day nice work
If performance numbers are not available from the designer then someone could build one and test it. Publish the numbers, that would force the issue. Inquiring minds want to know. Oh, and install it into a vehicle for real world testing! Try a twin engine too!
Can you imagine a motorcicle with this power engine?
Motorcycles with this and even more power already exist. Even if it turns out to just be 30 pounds, which they haven't proved and I doubt they will, it will still only be a 50-100 pound difference compared to a regular piston engine of same power. Not mcuh of a difference as bike + rider weight maybe 600+ pounds.
I like this radically new design,
The fact that it has so few moving parts is to it's advantage.
Back in Vietnam they had a phrase "keep it simple stupid"
Indeed this motor is simple.
Not much that can go wrong.
That said, only time will tell...
I'll keep my fingers crossed for this engine to make it to market, for this dream to come true. 🤞🤞
Like all the obvious advantages of simplicity and light weight, but anticipate problems meeting emissions regulations especially during warm up.
Looks very interesting. I would like to see a vehicle powered by one of these. Horsepower is a bit misleading, I wonder what kind of torque you would get out of something like this and at what rpm would be peak power.
Kind of like a vane pump.
I think this has been tried many times before.
One major problem I see is where the two round rings meet, they have to be tight enough to hold a certain amount of psi which is no problem with new parts, but over time you will have carbon build up just like the top of any piston, but with a normal piston carbon build up on top will not effect the psi because they have rings on the side. This engine will work but I see it losing its psi for combustion fairly quick.
I think it has potential. Let's hope the calculations can be proven correct.
Gotta say I agree with @peterkotara! But, what I like about this design is how it is such a unique approach. I understand each of the narrator's "cons" but they're all fixable. Imagine if design had the amount of development current design ICE have had...
It looks to me like those mating knobs and holes could seal well enough to remove inside contact surfaces all together. What I'm concerned with is cooling the thing and It doesn't look like lubrication is well thought out. I'm not surprised it's spewing oil all over the place in the video, it probably has modulating oil pressure for each cycle or part of the cycle.
I looked into this engine quite thoroughly about the time when the prototype was completed and filmed. While the design is impressive for the reasons that are the basis for the claims, the problems may be insurmountable. The stated clearances of .004" are much too loose for adequate sealing yet present dimensional problems using conventional materials. Figuring the original effort would be forced into abandonment, I searched for a set of solutions to the various problems and eventually walked away. Even exotic ceramics fell short. My hat's off to any engineer that can make this engine a marketable reality.
well one thing is for sure, this isn't going to work well slammed into a stupid 2 ton quad cab truck. or suv.
but in a small lightweight car this would sound so cool. like this would be so ideal in a 2 seater car the size of an old miata.
I need a bike that revs out to 25000 rpm
all ya need is good old Ford model A!
I definitely love your videos! I'm from Brazil and I would really appreciate it if you could make a video about the Volkswagen EA827 engine (in Brazil it is known as the AP engine). It is a very famous engine and has been applied to a wide range of automobiles.
Thank you if you can answer.
I owned one AP 1.6 and had it with pointer GTi 11.20 camshaft. The AP will appear in my spanish channel for sure "repman22"
In the footage on the unit on the test bench running, unless that is the starter motor (lol huge) I am 95% confident that it is being driven by the pulley and machine in the background. That being said it was obviously compressing and igniting so hope this one actually turns into something
I wonder how the compression and combustion chambers and the rotating valve would be sealed. If liquid lubricant can't be used for the purpose, then the rotating parts might have to be surface-treated with a solid material that can accommodate for thermal expansion, like a wax. The engine is based on a great idea, but it might require materials that don't exist yet or are not suitable for mass production.
"Requires no apex seals"
That's because the entire engine is the apex seal
The one stroke engine is probably the best new engine I have seen even better than liquid piston engines.
It's not really a one stroke engine but that's what they call it if you want to look it up.
Adding variable geometry and multi-sensor EMS, as today's most sophisticated engines, will level the playing field of performance and 'opinion' - old git, UK
My concern is the thermal expansion. If they could solve that then i'd love to see it prototyped.
If it works at all, and they can get around what looks like some serious cooling issues, the power curve would make it unusable at lower revs for doing any work and the torque would near useless. Clever though!
Even if you don't have tip seals, and I am skeptical about a .1mm gap being tight enough, you still need side seals so the friction is still there. They don't mention anything about cooling, there doesn't seem to be much of a water jacket. The high RPM is the only reason they have Hp ratings that high. I bet the torque is pretty low. They are running it with external power also, so will it really idle on it's own yet?
How do they prevent misfire while injecting fuel? Because bar means nearly 14 atm and means 14/1 compression. And I think it may cause ignition as diesel engine. Already there is problems to applying hydrogen fuel to gasoline engines because of these problems. And with this 14/1 comression rate it looks like bigger problem.
Titanium is usually only used in the low pressure stage of a jet engine because the temperature is lower.
From the simulation, the rotors seem to be fully in sync. So, I can't see why they can't touch to form a more complete seal (that oil would not basically complete.) You mention should they touch they would jam, and I can't see how that would occur. Metal expansion? Wouldn't the gears and their attachment simply be modified to handle that slight expansion via mounts? Oh well, guess that is why my specialty is communications/electronics.
No, it cannot be classified as a 2-stroke... That's like saying x2 4-stroke pistons makes the engine a 2-stroke..
No, because the gases from one cylinder do not pass to the other. Here, we have a rotor that only does intake-compression and another rotor that only does compression and expansion. The comparison would be with having a 2-cylinder engine and that the first cylinder is only dedicated to intake and compress, and the second cylinder only does expansion and exhaust. All in one turn.
@@repairman22 Id argue that, as at no time does more than one process occur in the same combustion chamber at the same time, as scavenging does in a 2 stroke. it still requires 4 turns for a single charge through the entire engine.
@@michelwazouskey4799well shouldnt it be a 1 stroke? It does intake, compression, combustion and exhoust in 360⁰
isn't the other rotor technically an inbuilt supercharger?
Seems to me a long narrow combustion chamber would transfer a LOT of heat into the “rotor” housing. Maybe a composite….
But, nothing will replace a big block Chevy going sideways with tires smoking….
Nice! A 4 in 1 stroke engine!
Horizontal mount? Rear wheel drive or front?Ethyl or regular?
Viscosity of oil? Coolant?
Not really a lot of information on intended use. Mount kit to replace my 327?
4 tiny ones? As in one on each wheel?
You really want to test it? Show up at NASCAR
I think that it's very interesting. Thanks.
Flawed understanding @ 4:43 - the valvetrain is balanced ie spring pressures are equal between cylinders. So for every spring that is opening a valve there is a spring using equal force closing a valve. There is resistance from these cycles, but it is not from spring loading.
imagine the size of the seals on this bad boy. I don’t see it happening on anything beyond dirtbikes that already have expensive titanium engines lol
Hi,I think that's is a good engine,no lost of fuel,high power economy, good engine for cars, can use with hydrogen etc.
What about carbon buildup on the rotors. Wouldn't this lead to problems?
Great, but what's the efficiency?
finally there is someone same as me, 2 stroke engine for me 2 stroke prechamber rotary engine. really like the ideas. but maintanance cost proly quite high.....good idea tho same as liquid piston *instead using 4 stroke x model rotary engine
Titanium is not used in combustion parts because the stuff burns. However, there are a number of super-alloys that could do this engine right.
Qué capo, metiste IA para hablar en inglés y llegar a más público. Te felicito, la viste entera. Por cierto, me encantan tus videos.
That’s very cool!
It goes to show the thinking capability of the human mind. One of the greatest challenges is the material that will make these inventions practicable
I noticed in the working model the engine is connected to a pulley on a CNC lathe. Is the lathe driving the motor or the motor driving the lathe? Why is it pulleyed to the lathe?
First, I thought it was a dynamometer used to measure horsepower. Of course the belt is too small to handle 160 HP. Then, I figured out it was for cranking and starting the engine. (I suppose)
This looks promising.
I'm intrigued, let's see what the future holds.
😂😂😂
My push mower is about to be LIT
The concept sounds awesome but unfortunately it’ll probably never come to full production. I can only imagine how much fun I’d be on a motorcycle.
I like it's simplicity, I doubt it's high efficiency numbers due to small surface erea that actually gathers energy
You forgot to mention, that you can supposedly stack them to get more hp out of them.
Seemed great at first, but given how they constantly show their virtual model more than a physical one, it is clear this is probably going nowhere. 😂
The power is proportional to the volume of air displaced. Which in this engine is equal to the rotor prong.
Soon, a rotary engine called WTR will be introduced to the world.
This engine with low weight, low consumption and very high power will overcome all new internal combustion engines called Astron Omega 1, Liquidpiston, Duke and INN Engine.
You don't just have the possibility of a leak between the two doughnuts, but also between the housing and the sides of the donuts, plus the male donut's protuberance must be sliding along the inside of the housing. Then you have the possibility of thermal expansion, some parts warming up faster than others, or the whole engine being a bit off when it's in decently cold temperatures at startup, which could cause it to seize until temps stabilize. This is usually dealt with by having looser tolerances to accommodate thermal expansion. In a conventional internal combustion engine you have piston rings. While I like the novelty of this Omega engine it looks like it just has too many leaks that need sealing, which leads me to believe it will have the same problems that Mazda's rotary engine and its apex seals. Apparently they've improved the seals on their recent iteration but we'll see.
Yep you need perfect tolerances to keep a good psi. Add heat and you get metal binding on metal.
I wonder how this compares to conventional gas turbines.
It is like a turbine but working with positive displacement.
Due to the changes in direction it would be more like a centrifugal type rather than axial I think.
It would be nice to know the displacement of this engine but Astron Aerospace did not reveal it.
@@repairman22 how about how subaru wrx cvt handles high torque , could work with mahle cheaper and recycalable electric motor because that thing needs a transmission. then electric assisted turbo combustion charge battery and compress liquid power,. so itd use the limited low longveity batteries which have a small part of them that cannot be recycled due to dendrite forming battery degradation, to lower emissions, weight(crash saftey (especially yo tohers)and road wear), costs etc in rear mid engine compact 4 seater with rear seat facing rear
Unclear to me why the inlet side isn’t a standard compressor. Maybe there is an efficiency gain by having both sides symmetrical, but it isn’t obvious
An interesting design but it won’t have enough torque
If it succeeds to achieve the proposed efficiencies, it might get success in hypercars.