Introducing the Omega 1. A revolutionary engine.
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The Omega 1 is not only much more powerful than existing technology, but it is also much more efficient. The Omega 1’s rotary mechanism is very efficient because it has very little friction and fluid pumping losses. In addition, and perhaps more importantly, the Omega 1 has the ability to use only the amount of fuel necessary for the power required at any instant (called “skip fire” technology). This means that it will use much less fuel than other technologies and have far fewer emissions. Dramatically less fuel and emissions will make a green difference in every application and help to make the world a better place. An efficient Omega 1 engine in an electric power plant using natural gas as a fuel or an ultra-efficient Omega 1 engine in an intercontinental aircraft, the fuel efficiency, and low emissions will conserve fuel and help the planet breathe easier.
Very cool, I want to see it run at 20k rpm. Curious about thermal expansion and how things seal after it warms up. I like its weight, if it can last 10k+ hours like a normal engine, you might be onto something.
This thing looks like a nightmare to seal, lubricate etc, considering the different thermal stresses... Just another rotary design which is 20 years late to the party. Who even tries to reinvent IC engines in 2022... cmon.. Just another cool animation for youtube history.
@@bossmode1535 they do have the liquid piston rotary, which is more power dense having 3 combustion events with ever revolution in 3 seperate chambers. It can also run on diesel which means with the right blend it can be oiled by the fuel. I feel like the liquid piston design is much better than this.
@@Prestiged_peck Nowadays diesel and marine fuels contains less and less sulfur due to ongoing battle with environmental pollution. And less sulfur in fuel => less lubrication.
Firstly...big lez is a legend ...lord rest his soul! Secondly...this is a good idea...as an animation. It says no oil leaks in their list...how they getting those synchro gears to hold up at those speeds without a bit of the wet stuff...they also wrote pop it valves...it's poppet valve!! Good idea though boys and girls
At 20k rpm that thing is gonna have to be engineered to break the sound barrier and not disintegrate or deform along the way.
You have some interesting design features in that... but you don't touch the thorny issue of sealing. I built something remarkably similar in the 1990s, and it ran quite well, but sealing and lubrication were twin disasters which were never solved. I look forward to seeing your solutions. Good luck.
Edit: I've just looked at your website and now understand your solution... spin it fast enough and the leakage is marginalised. There's merit in that direction, but now you've a problem with combustion speed, made much worse because you're running unthrottled. Won't you end up with a very narrow range of operating speed in which the engine can even run, never mind be efficient? OK, forget it. Good luck.
The engine having a narrow running speed band might work just fine with hybrid systems
@@JoelArseneaultCZcams Wow. If I'm ever building anything with combustion I'm calling on you sir. You get the worthy POB this month. Good job, Good job, Good job.
@@jasonchristopher2977 Haha... I'm not a designer. Just a mechanic that understands engines pretty well as I have worked with modifying them and read up a lot on internal combustion engine theory. You can not cheat physics with a real engine, that is left to computer animations. Fuel, material properties, and physics does not change with fancy words or design... some things remain the same and it has taken many years to get to where we are today. Something revolutionary is possible, but not likely.
Cheers
It seems like a more complex wankel engine. Except the compression and the combustion is now divided over two chambers. With all the problems of that engine type. It will be cool to see a working prototype. I'm going to miss oil once its done. Looks like plain electric is the future.
@@ralphwarom2514 Electric will take over many parts of our lives, but oil will be around for a LONG LONG time .... Hydrogen and other alternatives will also reduce the amount of gasoline and diesel we use, but there are some cases where "oil" will remain king until we use it all up.
The trucking, transportation industry, planes, trains and boats will never become battery powered. Some of them may turn to Hydrogen if the infrastructure makes it convenient, but the power density (and relative safety) of petroleum is what makes it king.
Know what would be funny... If we actually did find a way to go 100% electric ( 100% impossible) then we would have no choice but to make road tar with gasoline or diesel being the waste product, haha. Currently, we make fuels, and as we process it, paving materials (and other chemicals) are part of this refining process. Propane used to be thrown (burnt) away as part of the refining process.... But if we have no use for diesel or gas, then we would be throwing them away and producing tar for building roads.
Really creative design and engineering. I'm curious how you seal and oil it, and how the bearings are handled.
The tight tolerances and the high Rpm Seal it
@@shredthetrack6858 how is this going to make usable power when the flame pushes on souch small bit? The thermal eficiency has to be awful as most pressure goes against the engine walls, only a small area where the explosiin pushes to cause rotation... That's why big bore makes more power than small bore, boost compensates only up to a point.. This is my opinion, maybe more optimization to get more power from the same fuel.. Hope you guy's make it!! Can't see my way into electrics 🤣😂
@@shredthetrack6858 and high rpm is not good for seals, more explosions, more heat, more wear, less efficiency. You can go to a certain rpm where the engine resonates at, that will be the most efficient rpm to run the engine but that's it, torque curve will give you that info
@@engenhokas69 it's not that the pressure gets wasted by "pushing on the walls"... The walls don't move. On a smaller area piston you get less force con the rod therefore less torque... On bigger pistons you get more torque, but you need more fuel
@@MR5er1 Right. It won't be pressure lost to the walls, but heat. Auto manufacturers have a real narrow ratio of bore to stroke these days to minimize heat loss through the chamber walls, head, and piston.
Heat loss and the expense of tight tolerances are the two problems that jump out at me.
I love the ingenuity and lack non reciprocating design.
And the comments are solid as well
It's about time another design challenged the reciprocating engine.
reciprocating enginers have been around a long time for a reason...
Sealing the combustion chamber at the point that the two rotors meet is a major engineering challenge and I think would be the major make or break point for this idea.
Thank you for your comment! We've just released a new video showing the working engine! See it on our channel today! In addition, while there are many challenges with releasing a new engine for mass production, we have been very pleased with our progress! There will be much more news coming soon! In the meantime, you can help us change the future by voting for the Omega 1 Engine in the Design the Future competition. You can vote today at: contest.techbriefs.com/2022/entries/automotive-transportation/11821-0629-190636-astron-omega-1-rotary-hydrogen-engine
Twenty years ago I drew an almost identical concept on every bit of drywall I installed. I was obsessed with this idea of two odd shaped cylinders interacting on a compression stroke as they spun toward each other. I thought it was a winner. Oh well. Back to the drywall…
I have no doubt of what you said is true. My dad was an engineer and I used to ask him questions all the time and I asked him once about having two rotating Wheels that acted like the compression stroke of an engine and fired to make the wheels keep turning and you would line up several Wheels in a row so if you wanted to 8 cylinder engine you would have eight rotating wheels off a shaft. I was always told when a new idea comes out many other people are thinking of the same thing except most never take it further than just ideas on paper. I've often wondered how many fantastic inventions are out there yet that are nothing more than ideas on paper that people have dreamed about or come up with.
there are plenty similar designs, i.e. synchronised twin rotors
Thank you for your comment! We've just released a new video showing the working engine! See it on our channel today! In addition, while there are many challenges with releasing a new engine for mass production, we have been very pleased with our progress! There will be much more news coming soon! In the meantime, you can help us change the future by voting for the Omega 1 Engine in the Design the Future competition. You can vote today at: contest.techbriefs.com/2022/entries/automotive-transportation/11821-0629-190636-astron-omega-1-rotary-hydrogen-engine
@@laserfalcon that simulcast thing is real I'm always mad at myself when I have an idea and no capital. I think, well someone else just got rich.
@@joeKisonue 👍
So many good comments on this thread (and a handful of goofy ones). The 'List of Advantages' at the end is longer than the demonstration window 🧐 Go to the 9 minite mark and watch it run. You will see the low-speed torque issue others are commenting on, the oil pouring out of every end seal, and flames shooting out of all the plate seams. 😳 Still, success requires effort and failure, so I wish nothing but the best and applauld people who try to build new things! 😉
Sounds remarkably like an old Briggs & Stratton sidevalve engine.
... even the engines of today are no more than sophisticated Briggs style Motors!
... even the technology of today's super cars are no more than the radio controlled cars I played with in the 90s!!😂
.... at the end of the day I have no problem putting around on a Briggs & Stratton powered mini bike forkardt to live my life or get what I need😊
How?
I'm a believer! A similar idea to this engine has been floating around in my head for years. I wish you all the success in making it happen.
It's leaking oil in their demo. I don't think they could overcome the issues with wankel engines.
I would love to hear how and where the HP and Torque claims were derived from. Most likely right from the chair to pant seat interface
Whatever their method... they were wrong. About 10° prior to ignition point, nearly 30% of the compressed volume is captured in the upper rotor orifice, and provides ZERO expansion pressure to the expansion volume. It literally just sits there for 200°+ rotation, serving no purpose other than testing the limits of the sealing surfaces.
@@sylentxtinction2097 now imagine where the hydrogen would go since he thinks he’ll use that as fuel Any clearance at all is where the hydrogen will leak into which is everywhere
@@archiedentone5950 - the hilarious part is, they don't think thus is problem. Their reckoning is the leaked hydrogen will be catalyzed in the exhaust, leakage is "not a problem" in their recent interview. I also find it hilarious, they're considering hydrogen as a viable ICE fuel for aerospace. The energy density of hydrogen by volume is 💩. Whoever funded this research wasn't thinking at all. The aircraft would either have to be huge and slow (gaseous containment), or heavy and slow (cryofluid containment). Either way, it simply doesn't work. Cryo management is a huge undertaking. Just ask the guys who developed the SR71. The fuel it used was a hydroparafin which needed to be kept at cryo temperatures throughout transport, fueling, and flight. It would literally leak 10-15% of tank capacity during preflight, as the system had to be specifically designed to seal at altitude. It was an "engineered leak" that allowed the system to even function. I'm sure advancements have been made since the 80's... but still, the ancillary requirements come with a considerable weight penalty, and the physical proportions required to overcome the aerodynamic challenges are quite limiting to their claimed sub-175hp power range. The end result would look something like a 1st gen glider type UAV with a longer fuselage.
@@sylentxtinction2097 oh he plans on just running liquid hydrogen and LOX right in and burn it lol
@@archiedentone5950 - yep. Absolutely no issues there 🤣🤣. Apparently, they believe Titanium liners for the combustion chamber and power volume will save the day. For an engineer, they appear to know very little about fatigue life. A better option would be ceramics... but they would still face thermal shock limitations. This design isn't new. It's been around since the late 1800s, with the most recent development being the Jonova concept... which showed little promise, even as a steam driven variant. I worked with a program that exhausted nearly every option of refinement on rotary engines. We had two prototypes which performed well on the bench WITHOUT the extensive use of exotic materials... but the precision required of the components was cost prohibitive to development. People vastly underappreciate the simplicity of piston and turbine engines, with regard to manufacturing. Even the most advanced turbines benefit from minimal interface surfaces (most have none at all, once the engine is at operating RPM).
So a 10 minute video with 10 seconds of running at idle. The equivalent of vaporware from a software company.
It might work, but not for long.
One heat cycle and there goes all sealing surfaces.
Also, your thermal expansion models in the combustion chamber are off by about 800 percent.
Compression acts on 100% of combustion chamber volume, but expansion through combustion only acts on about 15-20%
You can hear this effect when you're "running" the engine..
Well compressor sealing can be managed by using high pressure temperature rubber seals.
It's diesel'ing and sounded terrible with oil leaking out. Geez.
If you look closely at the video of the engine running you can see the oil dripping from the side
@@webmasale wher is the video of the working engine?
@@OnerousEthic 8:55 in the video 🤣 , omg it's worse than I remebered.
states no oil leaks but clearly has an oil leak from a main seal in the demo clip.... strong work...lol
The stress on the piston is going to be pretty extreme considering the disadvantageous shape this design iteration will probably not be usable for much more then demo purposes. Won't the piston design generate a lot of off centre momentum and vibration? The compressor piston config blue red red blue would probably run pretty evenly, and also minimize the size of the exhaust manifold to turbo connection.
The concept is interesting, kinda reminds me of a root turbo charger. I love it. Talking about turbo chargers, if it revs as high as Mazdas rotors a big fat centrifugal could benefit this concept a lot. Should take the turbo into considérations when optimizing this beasty. (I don't buy that this thing can realistically do 400Hz maybe 150Hz)
But let's take about elephant in the room, what to do with the two huge holes in the centre of the engine? I say we could fit a starter/hybrid and or the alternator in the two shafts. Would also reduce the vibrations because more mass is concentre, directly connected to the engine, instead of running on belt/chain while allowing omission of a flywheel.
By using one end of the output shaft as a port for the clutch maintaining whatever occupies the space in there should still be easy. (You're not gonna use two output shafts because the engine will explode if the mesh fails, and two output shafts put a lot more uneven load spikes onto the mesh gearing. Personally I bet on the bearing exploding and the piston and compressor ripping open the engine casing on their way out into mostly opposite sides untill they get stuck by the squished engine shafts. This in turn stops the engine dead and rip the casing intwo while destroying the clutch port) This has a lot of potential ngl. I would really like to get my hands on stress analysis data.
Opinion: Should've named it infinity 1 or rot8 or something eluding to the shape of the engine. Omega 1 is very marketing department uninspired.
the only sane and decent commentary so far... besides the ammount of moving parts is when compared to a turbine or any kind of air breathing expander hillariously high --> more parts --> more things that break --> unsafe tech
Suspension of the moving rings and gears will also be a problem at variing temperatures and pressure conditions due to the possibility of liquid film rips when they are used as floating suspension. And if they rip .. well hasta la vista engine.
@@stevemerkator Compared to the I4 or other burners the demo engine has less then half the moving parts. The primary issue with friction here will probably be the mesh gears, they'll exert a constant force into opposite directions while running ridiculously fast. This in and of itself will result in quite a danger as you already said. So that they likely will have to use less and bigger teeth for the mesh which will in turn increase tolerances for the piston and compressor which will in turn reduce efficiency. I suspect they are using some kind of free valve system (as that seems to be the future of all engines) instead of a camshaft.
A magnetic coupling in addition to mesh gearing could be an interesting idea to implement in addition to the mesh gears, but on the opposite side. Tho I don't think it will be feasible
I suppose the off center momentum can be reduced with even piston, but that comes with the cost of reduced compression (though I suspect the tolerance between the wheels won't allow for much compression)
I've watched the full thing twice and I'm still confused as to how this sci-fi engine works. Im probably just a bit dumb but can someone pls explain :(
Edit: the bottom part of the engine is pretty easy to understand, im having trouble with the top part and the whole synchronisation thing
@@1.7mviews84 The upper ring I think is to allow a seal between the two sections of the combustion and compression chambers. without it you have no way to stop air from leaking around or the fuel air mix to leak into the exhaust gases. The top pretty much free wheels and is driven by the lower power output shaft. think of it like a intake and exhaust valve on a normal ICE
Coming from both an engineering background and on the other end as a potential investor, there's a few things worth pursuing and a lot of things that will never work or are better done by other engines.
On the plus point, you've made a very nice 10 minute animation. Get someone talking about it during the video, explain it to people with more money than brains, and if you have even a semi-functional prototype, show it running! If it doesn't run well, which I expect will be the case from vibration and poor optimization, detail how you're going to overcome the problems.
Looking at this engine from an aerospace perspective, I have no reason to choose this over demonstrated existing technologies with a proven track record of reliability AND a supply chain of parts. That is why we're still using engines with the tech from 1960s and relatively few improvements.
On to the realities of this, however, your engine is essentially only powered on one half of two rotating assemblies, and a tiny fraction of the potential room you have to work with.
Imagine if this were the same design as a hydraulic pump. You'd be waiting FOREVER for it to build up pressure with only one functional compression chamber. Your current design could have a lot more combustion chambers and allow time for the various timings to still work. Look how long your charge port is doing nothing before moving to the compression phase.
Oiling is not only a process of lubrication, but also heat transfer and removal. If you want a functional view of how this is done, look into turbojet engines and carbon seals. Long story short, one side is pressurized and of exceptionally fine tolerance with labyrinth seals in between, keeping the oil within a rotating assembly even at tens of thousands of rpm.
I think you are mistaken in that there are 4 chamber-like areas. The upper axis is free-wheeling and does not require a large amount of power or force.
It's true that vibrations will be the downfall of this engine but like you said add more chambers.
@@GCULPEX Not sure where you got the 4 chambers thought from though it wasn't me.
There's a working prototype at the end of the vid. Not sure how long they managed to keep it running though.
"your engine is essentially only powered on one half of two rotating assemblies" a 4 stroke engine is only powered 1/4 of the time...
@@kalasmournrex1470 while that’s true that’s why you have multiple cylinders in a conventional engine. So some cylinder is always making power. Although it’s not always necessary to produce maximum power
You will be extremely lucky to even get the engine to propel itself with this design. The vast majority of the gas expansion works against the shaft and the housing with little percentage pushing the “piston” tab
Just like a long stroke reciprocating engine then😃
Stationary surfaces don't extract work.
@@cah95046 possibly. Imagine an extremely small bore extremely large stroke two stroke with no piston rings lol
@@cah95046 with no crank offset you have no torque Think about it.
@@cah95046 no exactly like a turbine engine with only three blades out of one hundred attempting to generate power with very similar result
@@archiedentone5950 the crank offset is the "piston" surface being 4'' away from the center, this actually makes is better than a standard crank, more torque, they literally say this in the vid, and if you have eyes, it right fucking there to see. and your comment is nonsense, if you made this linear, this would literally be a hydraulic cylinder..... they are as efficient as it gets for converting pressure to motion.
Super cool consept, in practice it MIGHT run into some sealing and cooling complications similair to vankel engines and possible blow by of gasses if the seals gets worn. But since this engine have no reciprecating parts it looks like it have great potential to run like butter. This looks to have great potential, it's few moving parts and lack of recipricating components and relativly small combustion chamber relative to overall size might make it a good endurance engine as long as it have the cooling it needs and it's seals last
Super cool project and i wouldn't want to miss to see where this goes
I love how people are saying they can't wait to see a working prototype yet you showed one in the video. Just goes to show how few people watch the whole thing. I also can't wait to see people pull crazy power out of those.
Fan of the Theranos model I see!
Keep up with the good work. It seems to be a very ingenious setup.
1)how are u gonna seal it?
2)with minimal misallignment of the gears, u will have a shitload of blowthrough in the compression chamber (from compression to sucktion area)
3)with minimal gear wear, u will get misallignment
4)i wonder if its even possible to make gears so precise that this design would require, which is pretty much ideally perfect, so I dont believe it is. This desing looks like it needs pretty much perfectly machined everything, which is obviously not possible. Perfect all surfaces for sealing + perfect gears for allignment... even if by some miracle u make it work at decent efficiency, it'll be monstrously expensive, the way ur presenting it now.
6)looks like a lotta deadspace inbetween the chambers
7)rip
+thermal expansion, as someone below mentioned already, wchich makes it even worse. There is a reason we have sealing rings in ice engines, which can expand and contract. All that while you have no seals and say tolerances are so tight it seals itself lol, looks like someone wasnt listening on their lectures.
For what temperature have you calculated your tolerances to be so tight that it doesnt require seals, and how is it gonna run on the complete range of temperatures, from below freezing up to hundreds of degrees celsius?
Running prototype doesnt prove anything unfortunately. So what that it kinda runs itself with no load, if it runs at say ~10% efficiency or so, because of almost no compression and the engine squirting out most of the fuel?
+balance issues.
The more I think about it, the worse it looks, sorry.
+why does it sound and look like its running on steam supplied externally and then locked...?
good luck anyways
Thank you for your comment! We've just released a new video showing the working engine! See it on our channel today! In addition, while there are many challenges with releasing a new engine for mass production, we have been very pleased with our progress! There will be much more news coming soon! In the meantime, you can help us change the future by voting for the Omega 1 Engine in the Design the Future competition. You can vote today at: contest.techbriefs.com/2022/entries/automotive-transportation/11821-0629-190636-astron-omega-1-rotary-hydrogen-engine
Interesting. First impressions were.. its big for its "cylinder" capacity? Can you put more notches to make it a 4 or 8 "cylinder"? It has same sliding seal issue as a Wankel?
Big doubts about this. The absolute tolerances needed for this engine to work, longer than several tens of seconds, are next to insane. Just thermal expansion will introduce huge challenges to keep the system sealing compression tight and also the need of lubricating all those huge moving surfaces will increase the amount of half burnt lubricant(engine oil) that will affect emission profile quite much. Nice idea tho. This engine concept will need to prove it's worthiness for it be really adopted.
No shit. This is simply a prototype to prove the concept, and just like any new technology it would require lots of money and time to perfect it.
Electric vehicle technology is the perfect example of this, lots of millions of dollars are being spent in development and production, when it hasn't even proven to be a reliable alternative.
I think you could do 10 or so of these mated together and run it at low rpm to solve a lot of these issues
@@syrthdr09sybr34 meh one word the ev1 killed by the petrol industry
@@syrthdr09sybr34 the motors themselves have proven very reliable, the batteries not so much tho, hope it gets better tho.
Greggulus, you've said the very first things that came to my mind upon seeing this animated demo... not feasible.
simply intelligent , burst with the scale congratulations a hug from Portugal
Drop the f.....g music! Explain with a voice-over instead.
Potentially decent drum beat but kill the rest
I agree totally
Lol he right this was obviously designed with engineers in mind. Give us a voice
@@user-tp7ic5lp7p .. Yep.
Thats pretty awesome!
I have love for the mazda rotary engine, but this is definitely an interesting approach..
I'd love to see actually video of it running on the dyno. Especially to a 25,000rpm limit...
Thats crazy!
You should see the video of a space ship flying at faster-than-light speed. Way more impressive than this engine.
Interesting design, might need more than one set of rotors to smooth out the power band.
I would also be curious to see how you maintain a air tight seal between the spinning rotors.
The rotors are machined to tight tolerance but technically are "leaky", as in not fully sealed. The engine gets around rotor sealing issues because it is spinning so fast, the air simply doesn't have time to actually leak around them. Screw-type compressors have the same issue and have been working fine for a long time now. Extra high RPM = no air back leakage.
It just depends on whether too much fuel is wasted at idling at stop lights due to 1000 RPM idle speed. That is still kinda low compared to what I was expecting, and I suspect that efficiency goes way down at idle speed due to air leakage until at least a few thousand RPMs is hit.
So cool, thank you guys, hope u will get a breakthrough at the market!!!!!!
Thank you for your comment! We've just released a new video showing the working engine! See it on our channel today! In addition, while there are many challenges with releasing a new engine for mass production, we have been very pleased with our progress! There will be much more news coming soon! In the meantime, you can help us change the future by voting for the Omega 1 Engine in the Design the Future competition. You can vote today at: contest.techbriefs.com/2022/entries/automotive-transportation/11821-0629-190636-astron-omega-1-rotary-hydrogen-engine
Absolutely Brilliant Design! This technology can and will revolutionize the transportation industry!
The absolute most important question that seemed to be entirely avoided: how are the rotor side surfaces sealed? Reliable cost effective means of sealing in this application would also breathe life into many other incomplete I.C.E. innovations
As somebody who hasn't ever even worked on an engine, this was exactly my question also. If this is such an obvious question, the fact that it isn't addressed front and center, leads me think they're trying to pull the wool over the eyes of some investors.
watch the video, it doesn't rely on seals just close tolerances and oil
Thank you for your comment! We've just released a new video showing the working engine! See it on our channel today! In addition, while there are many challenges with releasing a new engine for mass production, we have been very pleased with our progress! There will be much more news coming soon! In the meantime, you can help us change the future by voting for the Omega 1 Engine in the Design the Future competition. You can vote today at: contest.techbriefs.com/2022/entries/automotive-transportation/11821-0629-190636-astron-omega-1-rotary-hydrogen-engine
I own a machine shop and would absolutely love the opportunity to be a part of at least trying this stuff, sure it's it's long shot, but so was the thought of not using a horse, and engine without moving parts, and bicycle mechanics flying, it's starts somewhere and usually with some nut in a garage, just need the right nut and the right garage lol
Very cool engine design. Cant wait to see it run.
Amazing sharping off every part of old technology piece by piece to create this wow . 🔥💨
Thank you for your comment! We've just released a new video showing the working engine! See it on our channel today! In addition, while there are many challenges with releasing a new engine for mass production, we have been very pleased with our progress! There will be much more news coming soon! In the meantime, you can help us change the future by voting for the Omega 1 Engine in the Design the Future competition. You can vote today at: contest.techbriefs.com/2022/entries/automotive-transportation/11821-0629-190636-astron-omega-1-rotary-hydrogen-engine
Absolutely incredible how far technology is starting to take these things and pumping out pure perfection performance. Honestly cannot wait to see this running and the power she puts out
Don't even have a good running prototype. Looks like oil leaks after first use.
Every time I see an ICE that's rotary and not a Wankel I try find where has the infamous "seal problem" tucked itself into. In case of a Wankel its quite straight forward 6 seals on the sides 3 on the faces of the rotor. In this case god knows how many and where and in weird forms. The only way to make an ICE engine without having seals is to make a JET engine :D Its interesting though to see solutions that are worse than a Wankel in every imaginable way presented as something "innovative".
No, it's extremely hard but that's not the only way...
@@georgejosiah8030 Sure I agree with you * the only cost efficient and reasonable way...
Now I wanna see a prototype! Cheers for this vid. Subbed! 🚀🚀🚀
Just Amazing 🤩 the manifestation of: Keep it short ‘n’ simple
Looks awesome!
I can't understand one thing, though:
How does the chambers lubrication happen?
It doesn’t. Cooling doesn’t happen either. In the CGI world where there are no thermodynamics or physics it works perfectly, but with the pesky constraints of the real world, not so much.
@@SebastianBlix but they showed actually working model at the end of this video. Or was it another?...oh... I don't want to watch the video again, lol.
But then again... Showing that the engine is working for 5 seconds means nothing.
@@ArtemLokhovitskiy yea after the 10 minute CGI video full of thin air figures they showed the corner of something doing something for like 5 sec I guess lol.
That’s SOP for a company or whatever trying to hawk something they don’t actually have. Let’s call it the Theranos model.
@@SebastianBlix oops :)
5:27 What seals the 2 points where the two faces of the rotors/discs meet, especially for the exhaust side?
Fairy dust and oil
Im glad y'all made the video
So super impressive stuff guys really beautiful thing like work of art for sure
Some really bold claims made about this engine that simple violate simple laws of thermodynamics. How is this able to achieve greater than 60% thermal efficiency? It seems that the expansion ratio is simply the same as the compression ratio. Also, with the extremely high combustion chamber area to volume ratio I can see considerable combustion flame front quenching occurring which will lead to very high HC emissions - this is likely to lead to extremely high catalytic converter temperatures.
Why do people who are totally lacking any understanding of thermodynamics and IC engine design think that by designing a radically different looking engine that it will be so much better than the conventional designs that have been refined for over 100 years of engineering development?
It probably looks good on AutoCAD and will probably get them a pass on at their local collage.
That person should really put the same effort in designing a better electric engine.
@@anthonyxcool There is no such thing as an electric engine. Electric motors are fine. Batteries are the issue.
@@kalasmournrex1470 Batteries are improving all the time.
Got a working example yet?
@@kalasmournrex1470 Have you heard of Tesla?
ICE engine are very dependent of cooling because of all that petrol wasted by generating heat. If the cooling system fails the engine will be destroyed.
Maintaining that engine will cost you an arm and a leg, that's why most ICE cars use 4-stroke engines.
Pretty amazing concept. A 270 degree power stroke is no joke
Actually, I think it is a joke.
@@fredygump5578 there is a working prototype at the end
@@mr_makko they proved it can idle for 5 seconds? Show me 25k rpm@ 170hp for x hours and we'll talk.
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Interesting, would love to see further developments.
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Fascinating. This has some similarity to sleeve valve engines and rotaries in that it is more tolerant of fuel types and timing. I can see that sealing the rotors and valve ports will be a challenge.
First time I saw model of rotary valves my mind thought up a compression scheme somewhat similar to this, so glad somebody made this, looks fantastic, great job!
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I would've liked a slightly longer video of it running than the 11 seconds you dropped in there at the end
O THIS VIDEO IS SO MARVELOUS. PLEASE DON'T STOP MAKING VIDEOS 😄. BRING MORE VIDEOS
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Ok, i understand how this works, and i think it is indeed revolutionary! I want one in my vehicle!
I want to know how they seal the chamber on the top of that rotating finger keeping in mind how a Mazda rotary uses seals on the tip of each of the rotor ends.
they seem to have filled it with oil.. since its leaking oil in the video from everywhere :D
Main issue will be keeping a tight seal on all those components, but the design is definitely well-grounded.
Additionally, I have a suggestion that would further increase the power:
Mount turbine blades to the outer walls of one the open shafts (whichever one is NOT the output drive shaft), and route the air intake though it. When the engine is running, this will act as an internal turbocharger. Thoughts?
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do not forget to apply the tuning of intake and exhaust ducts for a given RPM... and more so taking into account that the engine (in theory) allows high rotational speeds... greater effect for inertial supercharging... greetings from Argentina!
This seems like it would great paired up with cyclo rotor/cyclo gyro flight systems or ship propulsion systems used for navigation and mooring.
It has a very soothing new age sound.
Doesn’t sound new, it sounds like a single cylinder diesel from the 1930s
Чудова конструкція двигуна!
Цікаво було би подивитися на готовий двигун і побачити реальні характеристика.
Congratulations!
Very very cool because it is a smooth engine and can make the most of fuel
Yet another very smart wonderful Cad design, but making a runing prototype will prove far more dificult. Looking at the design, sealing, friction management, and general heat management will be a nightmare, because of course global efficiency of such thing is like any other ICE : very poor. Unless the purpose is only to get some funding and run away with the cash ?
I found a few flaws in this design as well.
This is very cool and I love a lot about it...but the claims are outrageous. You shouldn't start making emissions claims before having a working prototype.
They were never able to sort out the issues with the wankel engine. I have seen a few comments that seem to indicate that you plan on just turning it fast and having tight clearances, as though it is that easy.
You can't simply just turn it faster or the fuel will not be able to expand quickly enough to push on the intended surfaces. Another HUGE problem is that the desired combustion surface (the paddle rotor) has a extremely small surface area. Torque is a result of this pressure on a given area. This becomes another problem that I will talk about later, but in order to increase this surface area (with this design) you have to increase the combustion chamber volume, and that is not desirable.
The animation is lovely, but in reality you are going to need it to actually seal. One of the main things that will limit how well this would work would be build material limitations. Another would be efficiency losses due to the number of sealing surfaces and rotating parts. Also, the ability to intake, compress and move air at the rates that would be required for this system. You can't just turn it faster and have more air go in... air is pushed in (not pulled in) at atmospheric pressure, and unlike a piston engine, you do not have a way to cheat volumetric efficiency (no overlap) unless you put a turbo or supercharger on the intake.
Rapidly compressing air in such a way (your paddle rotor design) would cause extreme heating. No glow plugs would be needed IF it actually worked, as the air intake charge would be superheated. This also comes with the drawback of taking energy for this process of compressing the intake charge. This energy has to come from the combustion process. If your materials are ones that absorb and dissipate heat, then you will also lose energy through this process in that way as well as mechanical losses.
Due to the design you have to wait for the intake rotary valve to close before ignition. This means that your combustion chamber volume is increasing, and your combustion pressures will be delayed and acting in a large volume. This issue would get increasingly worse as the volume of the engine was increased. Combustion also occurs on the rotating faces of the combustion rotor. This means that they will dissipate energy in the form of heat, and probably also attract carbon deposits causing mechanical issues.
You talk about pressures for 275º, but as the engine rotates, the chambre size increases dramatically. The desired point of forces would be on the paddle rotor, but as the volume increases, so does the area on witch the forces will be applied... while the surface area of the paddle does not increase. This means the efficiency drops off extremely rapidly as the engine rotates. The larger the engine. the more this would be an issue.
A lot of these problems are the same problems that are faced in piston engines as well as rotary / wankel engines. I love the creativity, and I would love to see on of these built, but I believe that this would actually be quite a bit less efficient compared to a wankel, mainly due to the fact that the triangle faces of the rotor, in a wankel engine, offers a decent surface area for the pressures to act upon.
I also have questions /doubts about when the fuel is injected, if it is injected under pressure and now you would avoid detonation due to the rapid transfer of the intake charge being forced into the combustion area. Also you claim this would work off of glow plugs, but if this were the case, ignition would occur before the rotary valve was closed, and the resulting combustion pressures would try to spin the engine in reverse.
Running prototype at 8:58
@@claxtoncurtis811 Thanks for pointing that out. I missed that, because it is a 7 second clip shot up close on a phone? put into a 10 minute video.
If anything, this only proves my point further. You can clearly see at least two different types of oil oozing out of it. Despite running it on what appears to be propane, it is making a huge amount of smoke and it's not working the way it is supposed to because you can clearly see flames shoot out of it at least twice in 7 seconds.
They are claiming emissions levels that are worlds better than a normal combustion engine. You may argue that this is a prototype and auto manufacturers have had a hundred years to refine their design... but that argument doesn't really work. Hundred years of research has taught us fundamental truths about IC engines (that would apply to this engine) AND that same hundred years of development also benefits anyone building a "new" technology... They have the access to the best materials, best seals, best bearings, best lubricants, best fuels, best access to information, best design software and so on.
A good example of this is people living in third world countries are taking things like air compressors and different types of pumps, and turning them into working engines... that make actual power and run better and cleaner than this thing. Once people know how to do something (these days) we have the resources to make it happen IF it's a good idea.
The funny thing about this is.... the fact that someone actually built that makes me think that they actually think that it can work.... despite the fact that inputting the info into simulating software would give you a whole bunch of reasons not to try it. I'm glad they did. I'd honestly love to see a tripod video that was more than 7 seconds. I think it's pretty cool.
@@DankensteinsNooner I totally agree. I have had a few interesting engine ideas of my own... and would love the means to build them. The difference is that I believe that it is wrong to fund my ideas my getting others to invest with false promises of unrealistic claims.
Hard to take this seriously when the test run ran for less than 10 seconds.
This will be cool to witness for sure
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Merci.
Bravo.
This looks badass! The weight savings would be really cool to see in a motorcycle!
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Just out of curiosity, it doesn’t shake its self to death at higher rpm’s due to its unevenness? And what would happen if you put two of each?
just balance the disks
This is Genius!!!! Beyond fascinating beyond anything I’ve ever seen I’m only sad that I didn’t think of it first…… Brilliant folks
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Looks cool , very promising
very interesting! i think it may suffer from sealing and combustion efficiency issues like the wankel
I agree with the sentiment here, the tolerances required for normal rotary engines are high enough, this would be totally in another ball park. I'd give this engine 5 minutes before it breaks. It may be more reliable than an Alfa though!
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Stunning
Subscribed for actually seeing a running prototype.
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🤔don't know if it would be good for a vehicle type of power plant, but a stationary engine i could see the potential. IE- gen sets, well pumps pto powerd applications. Like the old hit-miss engines. And since it has a hollow center I could see if the application needed more power you slide another onto a shaft and combine them to double the power. Kinda like putting more rotors together on a rotary engine.
Or it would be good for ev range extenders and the “skip fire” technology basically makes this a hit and miss engine
Just AMAZING!
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Seems like you could make a multi "cylinder" version of this by sharing the upper rings (the rings with the indent in them) among multiple cylinders. i.e. Picture 4 compression/combustion chamber rings laid out in a cross with a fifth "sealing" ring with the indent in it right in the middle between the other four rings. Align it so that each of the outer 4 "teeth" are all pointing in the same direction (all up at the same time...) resulting in the tooth of each one aligning with the center indent 90degress after the ring before it, and you should get an almost 40% further reduction in weight per power setup since you would proportionally almost half the total weight per ring!
It's cool and I'm always a fan of forward concepts, but my cursory opinion is that heat will have a devastating effect on the rotating assembly. I'm not sure those bearings would be in it for the long haul. Tolerances are another hurdle. As an engineer, my take is build it and see what happens!
You being an engineer, I'm curious. I've worked on internal combustion engines in various configurations most of my adult life. The technology obviously gets the job done, however seems Neanderthal in terms of modern technology. Internal combustion engines with their rotational mass constantly changing direction every revolution, IE pushrods and pistons, fly's in the face of the old "an object in motion tends to want to stay in motion, unless acted upon by an outside force". My question to you is, why hasn't anyone developed a hybrid system such as a small turbine, that drives a generator and then electric wheel motors? It seems more feasible and energy efficient to have a small gas turbine or similar, turning at a constant, single directional speed, feeding it's output into a generator than having IC engines constantly revving up and down. I appreciate your time and input if you don't mind, thanks!
@@LastCall534 its due to the efficiency, if your vehicle can put 10hp on the road at the wheels, you'll need a turbine that can power all the electric motors at least that much, but as you know, most cars are not full throttle full time on the road. so you'll need a way to either store all that extra energy you're not using, or its wasted. OR you could throttle down the turbine... but if you throttle the turbine then, you're simply adding an extra step to siphon energy out of your system (converting rotational into electrical, then back into rotational for the drive wheels)... not to mention all the added weight. if you add batteries to store it, thats more extra weight. and you'll need more power, more turbine, more powerful electric drive motors, etc. so far, the most cost effective and reliable way to putt down the road is a good old fashioned internal combustion direct linked to the drivetrain. until we find a way to either store energy and reclaim it with little to no loss, or we figure out a new fuel or something, the internal combustion is simply the most effective.
@@__shifty Thanks a bunch, I really appreciate your time and in depth explanation. I never thought about electric in in terms of Hp to Hp ratio.
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Watched explanation on Autoline channel.
Would love to see a running prototype.
Funny how all these concepts get stuck at that step in design. It's almost like their creators don't have a clue about what they're doing.
@@fokjohnpainkiller most people just do not understand what are the real engineering problems behind classic engine and what incredibly perfect machine is classic reprocicating engine.
It is running at 8:57
@@ayoutubechannel921 For a whole ten seconds before it stops. Show me it running for ten minutes and doing some actual work.
@@JonMartinYXD also kind is seems bs with them claiming it is “low emissions” when there is lots of blue/white smoke from the exhaust
Amazing idea!!
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Cool, one more engine that we will never see in the market.
While I would like to see such an engine become market ready, I have two simple questions - what happens to the rotor's over time with carbon buildup? And, how does this engine maintain a strong seal compensating for thermal heating expansion and cooling contraction?
Seal is facilitated by carbon buildup :D
@@TheSkace 😄
Carbon??? He's talking about using hydrogen. Exhaust is water
It compresses hydrogen, so there won't be any carbon build up. Additionally, you get seal by water, but I don't think it's gonna work in practice.
Definitely a very interesting design. Would be fantastic to see demonstration speed test in land vehicle. Perhaps a race day on salt flats.
What fuel does it operate with, what is the compression ratio? What kind of sealing used in the combustion part of the engine chamber, ceramics?
It’s crazy awesome that people invent a new type of combustion engine in year 2022 when everyone is going “electric”. I appreciate the electrification in car industry but this is something really thrilling. Can’t wait to see a real application on the road.
Pure electric isn't cure for everything (it's just a stop gap)! Hydrogen fuel is the answer and I don't just mean hydrogen/electric either. I mean internal combustion from hydrogen! Hydrogen is unlimited and can be remade over and over again. In the future the earth will have to much water.
@@plang42 from what I have seen hydrogen combustion has been highly inneffecticent compared to hydrogen electric.
Hydrogen takes a lot of power to create from water. So it is only a little better than petroleum in energy usuage. However, it's still better emissions wise. Especially when clean energy is used to make hydrogen.
This is very cool and I love a lot about it...but the claims are outrageous. You shouldn't start making emissions claims before having a working prototype.
They were never able to sort out the issues with the wankel engine. I have seen a few comments that seem to indicate that you plan on just turning it fast and having tight clearances, as though it is that easy.
You can't simply just turn it faster or the fuel will not be able to expand quickly enough to push on the intended surfaces. Another HUGE problem is that the desired combustion surface (the paddle rotor) has a extremely small surface area. Torque is a result of this pressure on a given area. This becomes another problem that I will talk about later, but in order to increase this surface area (with this design) you have to increase the combustion chamber volume, and that is not desirable.
The animation is lovely, but in reality you are going to need it to actually seal. One of the main things that will limit how well this would work would be build material limitations. Another would be efficiency losses due to the number of sealing surfaces and rotating parts. Also, the ability to intake, compress and move air at the rates that would be required for this system. You can't just turn it faster and have more air go in... air is pushed in (not pulled in) at atmospheric pressure, and unlike a piston engine, you do not have a way to cheat volumetric efficiency (no overlap) unless you put a turbo or supercharger on the intake.
Rapidly compressing air in such a way (your paddle rotor design) would cause extreme heating. No glow plugs would be needed IF it actually worked, as the air intake charge would be superheated. This also comes with the drawback of taking energy for this process of compressing the intake charge. This energy has to come from the combustion process. If your materials are ones that absorb and dissipate heat, then you will also lose energy through this process in that way as well as mechanical losses.
Due to the design you have to wait for the intake rotary valve to close before ignition. This means that your combustion chamber volume is increasing, and your combustion pressures will be delayed and acting in a large volume. This issue would get increasingly worse as the volume of the engine was increased. Combustion also occurs on the rotating faces of the combustion rotor. This means that they will dissipate energy in the form of heat, and probably also attract carbon deposits causing mechanical issues.
You talk about pressures for 275º, but as the engine rotates, the chambre size increases dramatically. The desired point of forces would be on the paddle rotor, but as the volume increases, so does the area on witch the forces will be applied... while the surface area of the paddle does not increase. This means the efficiency drops off extremely rapidly as the engine rotates. The larger the engine. the more this would be an issue.
A lot of these problems are the same problems that are faced in piston engines as well as rotary / wankel engines. I love the creativity, and I would love to see on of these built, but I believe that this would actually be quite a bit less efficient compared to a wankel, mainly due to the fact that the triangle faces of the rotor, in a wankel engine, offers a decent surface area for the pressures to act upon.
I also have questions /doubts about when the fuel is injected, if it is injected under pressure and now you would avoid detonation due to the rapid transfer of the intake charge being forced into the combustion area. Also you claim this would work off of glow plugs, but if this were the case, ignition would occur before the rotary valve was closed, and the resulting combustion pressures would try to spin the engine in reverse.
Running prototype 8:58
I think you are missing some key details about this engines operation regarding torque and rpm.
@@rogerpaull6178 Are you talking to me ? If so, did you actually read my comment ? If so, please feel free to explain to me what I'm missing or what I got wrong... Until you do that I will assume that you either missed something or you have no idea what the words you are using mean.
I have worked on race teams and built several engines. I understand how internal combustion engines work, much more than the average person, and everything that I pointed out is based on a pretty good understanding of the combustion process and how we use it to produce power.
This doesn't exist? And they are claiming it spits out water?
@@PotOfPlenty It sort of exists. They have built something that resembles the computer graphics, but it doesn't run the way they claim and it leaks oil all over, while somehow managing to shoot flames out of it.
I'm looking forward to seeing if this actually runs. Like I always say, I can make anything look good on CAD.
They should put running examples at the beginning of the video. Here it is 8:58
@@claxtoncurtis811 leakage, smoke, flames
@@KaZe-gs2ru yep saw that, leaks more than a cows ass
Nice. Not crazy about the vitamin name. Would it be good to use in a snowmobile?
An interesting and ingenious setup.
For vehicle power units low-weight, high performance and wide range are the objectives.
The run on clunky heavy weight battery cars with low range, unreliability at extreme temperatures, and ageing of batteries, is beyond me.
Compliments from Germany.
Georg
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I'm extremely curious to see how a drivetrain will work on this; How the area of the center of all rotating mass is taken up, which would cause a off balance force to the system when any type of load is applied any place other than the center of rotation.
Gotta do a flywheel
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I'm not sure how you'll handle the trans-lateral thermo-acoustic coupling between the pre-combustion rotary housing and the electrostatic compressor vanes without causing unacceptable radial vector muxing, but so far, you might be on the right track. Keep it up!
I know this is probably a genuine remark, but man, it sounds a parody of scientific-sounding gibberish.
They used a basal platten of prefabulated amulite
@@Compgeek86 I don't know about you, but I can't see the lunar wane shaft.
beautiful.
Looks promising.
Let's get it out there.
I like new types of engine design.
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Skeptical, at best. At my age I've seen so many "radical new" engine designs come and go. Virtually none of them are actually made.
Two cycles, valve-less, two fluid injection, wankel, 2 piston-one chamber, turbine, the list is endless. And the most "hi tech?" we have? Overhead cams, timing belts, fuel injection.. all of which are at least 50 years old
Yeah, my sentiments as well Rick. While an undeniably a very innovative & novel design, I see a lot of area here that needs to be sealed on the sides of the rotors, and would sure like to see how they're accomplishing that - reliably.
Pistons are such a simple design that making it work is easy, that's why no other design has been able to replace it.
Intriguing! Would it be possible to implement a similar contra-rotating drum type system which has all phases of combustion occur in the same housing? The only issue I see with this engine is difficulty with expanding it to create more power. If you could make all operations occur in a single housing similar to a conventional rotary, you could easily just bolt them together to increase power. Nevertheless, excellent work! Such an innovation!
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YES THIS IS AMAZING
Looks very nice ! Nice work 👏, very impressive!
Can you tell use how do you manage sealing between Power Exhaust Isolator Rotor shark fin and combustion chamber without apex seals ? This zone remind me apex on rotary engines.
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It's hard to take anything seriously from a group that thinks "pop it valves" and "maniciple generators" are real things. At the very least it demonstrates inattention to detail.
"pop it" valves are used on mechanicly fuel injected performance engines. Their "value" is adjusted by interchangeable "pills."
Mostly, in idle and low end circuits...
Take in a "blown alcohol, or fuel" event, wander the pits, ask a "tuner" what a "pop it" is...
Gasoline is for washing parts, alcohol for drinking, but Nitromethane, is for going fast!
... see ya at the "BIG" end...!
Looks cool, but is it efficient enough in any of it's attributes to stand up to another engine?
Depending on torque and gearing, it seems like it would be lightweight enough for aircraft.
I'll hold off until I hear some real world tests of it's specs.
_Also, if anyone from the design team is reading this; You could totally stretch this out and put this engine in the duct of a ducted VTOL fan, spinning the blades from the rim instead of the hub._
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Could you add another cold section to the otherside so the hot side is in the middle. Two combustion events per revolution would help to smooth it out.
9:00 No vibracion! CRACY ENGINE!
AMAZING
The latest of a multitude of engines that run well in SolidWorks (or, apparently, kindasorta on compressed air). Sealing will be a nightmare. The rotary valve will have a ton of friction and it will leak like a sieve. It has way too much surface area for heat loss. Lubrication will be a nightmare. Thermal expansion will be killer. And for all this ... It is an Otto cycle combustion engine. There is no physical explanation for why this should be any more efficient than a normal piston engine (It follows the same thermodynamic cycle), and a whole lot of routes for it to be a lot less efficient if it could be coaxed into running at all (leakage, friction, heat transfer/losses). The existing piston engine concepts that we have in production today, will be the ones that carry us through to the end of the combustion-engine era ... many engine manufacturers have either stopped development or will be stopping soon. No point investing in something that will soon be a dead end. And I say this as someone who works in the automotive industry ... it's all switching to electric over the next 10 or 15 years.
Combustion is dirty....scrap those . Switch to electric.....
No matter how effecient you design and make an combustion engine...politics dont want them anymore.
Очень круто! Жаль, что зелёные всё таки продавили автопром, своими "грязными" аккумуляторами. Технологии не остановились ещё, есть куда стремиться, тому пример этот движок! Класс!
I Hope You can make it . Would be awesome to have such engine
fascinating , a lightweight but powerful engine , truly this is intersting
Thank you for your comment! We've just released a new video showing the working engine! See it on our channel today! In addition, while there are many challenges with releasing a new engine for mass production, we have been very pleased with our progress! There will be much more news coming soon! In the meantime, you can help us change the future by voting for the Omega 1 Engine in the Design the Future competition. You can vote today at: contest.techbriefs.com/2022/entries/automotive-transportation/11821-0629-190636-astron-omega-1-rotary-hydrogen-engine
This is proof that internal combustion engine technology still has a lot to offer, and has a lot of room for development. Which is precisely why the EPA is trying to kill it.
Thank you for your comment! We've just released a new video showing the working engine! See it on our channel today! In addition, while there are many challenges with releasing a new engine for mass production, we have been very pleased with our progress! There will be much more news coming soon! In the meantime, you can help us change the future by voting for the Omega 1 Engine in the Design the Future competition. You can vote today at: contest.techbriefs.com/2022/entries/automotive-transportation/11821-0629-190636-astron-omega-1-rotary-hydrogen-engine