Ready To Destroy EV Engine!! | Astron Aerospace - Omega 1 Engine
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- เผยแพร่เมื่อ 14 พ.ย. 2022
- Ready To Destroy EV Engine!! | Astron Aerospace - Omega 1 Engine
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#wankel #Omega1 - ยานยนต์และพาหนะ
I'll believe it when I see it independently evaluated and tested for efficiency and durability and emmissions.
I agree. They were totally silent on emissions.
@@johnspathonis1078more the compression more NoX can ne controlled with better catalytic converters
@@johnspathonis1078 if the efficiency is really that good wouldn't the fuel burn also have to be that good? Ie unburned/incomplete combustion of fuel is a big part of emissions. Right?
Agreed, it will have poor low rpm torque and end up on a shelf like so many other "disruptive" designs. Kudos for the designers getting it to work but i think its likely power curve does not suit a non hybrid automotive installation.
@@georgesimmons9815 Sir Harry Richardo stated in one of his books that essentially combustion chambers with a high surface area to volume ratio would produce more pollutants. This is because of the unburnt fuel that exists in the surface boundary layer.
Thermodynamically 80% seems a bit dubious. The maximum thermal efficiency of any Heat engine is in reference to a Carnot Heat engine which has an efficiency of: n=1-Q(low)/Q(Hot). Since Q(low) {the external sink} doesn't change in temp that much then that means Q(hot) must increase. The same material properties limiting traditional engines are also at play here. You can only go so hot until Q(hot) is so high that it melts the materials. Unless they have a published paper to back this up I am going to be extremely skeptical.
With the rate of 20,000 revolutions per minute, it can both seal as equal as conventional combustion engine and also produce an incredible power output.
Without knowing specific details, you can see there is a lot of potential for both internal heat barriers as ceramics and also internal catylalytic surfaces. The Wankel was bad in this area needing lots of cooling, resulting in heat loss. This one may be better or worse, we'll see 👀
I actually agree alot with you as a builder but I am very Impressed by the expansion ratio this thing is capable of along with it compression ratio. Having a bigger expansion ratio is very good at making tq. I see issues sealing with the claimed rev range. It seems like it seals like a roots blower and that's fine and dandy but leakage happens and I understand the prechamber is used to give a buffer zone pressure wise to seal the two sections off. But the hot side is gonna get too hot. I don't see how this would work efficiently.
@@oliverscorsim It's worth tinkering with... Alcohol and refined versions of propane... Propene, propylene and liquid forms might help. As for longevity, that might not even be an issue for Airborne drones, especially facing hot side forward. It would make for a good one time use. There is also water injection. They really do need to put together more prototypes though. They make too many claims... Like the 80% figure. The compactness and low weight are impressive though. E en using exotic alloys, there are way less components.
"This one may be better or worse we'll see." ? You saying "we'll see" is as if you're speaking for everyone including me. Did you not consider that there have been many engine designs that haven't made it off the "drawing board" much less into prototype stage or production? That at least one or two engine designs have been marketed with the purpose of obtaining Government or other contracts/investor funding while never intending on bringing such design to fruition? You're entitled to make such a comment as "We'll see" If I give you the benefit of doubt then you're comment is at best an example that you're optimistic and I suppose optimism is also at best ok. At worst another example of peoples general inadequate and underserved communication and relationship with things and myself.
I feel the 'rotary engine' vibes... in that, it works in theory, but requires an insane amount of precision compared to traditional piston-driven engines.
All the numbers also sound highly theoretical. None it is believable until it actually gets hooked up to automotive testing equipment, or actually adapted into a moving chassis of some sort.
There are no oil changes in a rotary they use oil injection like a 2 stroke. i run amsoil interceptor in my rotary.
@@DavidPike_Potato lmao. no.
@@jlo13800 Maybe 'some' rotaries, but Mazda Wankels definitely have a wet sump, and the unsuing need for oil changes. The oil injection is only for the seals, not the main shaft.
@@robertrobinson3861thats what a plasma cutter is for to easily cut off that stupid wet some crap as i fucking hate it.
It is a very imperfect heat engine. That is all that is necessary to know. Precision, nu mber of pistons etc are irrelevant. Learn some thermodynamics.
It appears maintenance would be far cheaper and simplified as the motor itself could be swapped out for a new/reconditioned core in a very short time. In addition, it could take a variety of fuels and adapt its ignition profile via digital. Considering these two factors alone, I see commercial applications, to include compact marine engines, as the most viable, near term market opportunities. This topic is definitely worth further study - thanks for the video!
I have a similar engine design idea that I worked on back in the late 1980s. Mine has all the rotors on one axis and multiple firing sections so that RPM and Torque can be increased just by pulsing the ignition and fuel injector more frequently. The downside to the one shown here is that it has two opposing rotors joined by gear teeth at the outer diameter. This will have high inertia loads under high load and rpm, which will probably quickly wear out the gear teeth keeping them in sync., especially after many abrupt acceleration and deceleration periods. Other than that, the idea of using totally rotary motion is the best advantage to this and my design engine. There is no wasted (reciprocating) motion.
I look at it like a helicopter or jet engine. Spin it up slow and bring it down slow. If you are using it as a generator for batteries and a traction motor, I think it is just the right fit.
Draw something very similar to yours in the 90ies. Did you ever build a prototype?
There are gears which the teeth are tipped with magnets (probably neodymium) so there is an air gap between 2 opposing gears, the repelling force of the magnets eliminates friction between 2 gears, but the question is would the magnets lose some magnetic power because of increased temperatures? These kinds of gears could be helpful in rotary engines..
As the rpm increases the gap between the gears and rotors would close due to centrifugal force. How much I guess depends on material but seems like a limiting factor. As well as balancing the rotors with that big tooth hanging off one end.
@@willyjimmy8881 balancing of that "big tooth" is pretty easy
This is a fine concept. Now let's see it transferring 160 hp and relevant torque to a drive for a ducted fan,propeller or driveshaft. Must have some interesting bearings and lube to handle these forces. Trying to imagine an Immelman in an aerobatic plane with these bearings reacting to gyroscope forces at 20,000 rpm.
My cousins 95' civic can handle aerobatic gyroscopic forces at 20k rpm np
I would agree if we had discussed this in the 80s. Our time's materials solve those problems easily.
I think it would be best as an electric generator installed inside the fuselage which could then power ducted fans via electric motor on the wings. Certainly less efficient and more weight, but there are other advantages.
Did you notice the fluid leaking from the lower section. Not certain what that was, but leaks are not good.
I worked and developed some rotary vane engines 40 yrs. ago and can see that the leak between rotors with out seals are almost impassable to stop especially with any temp changes and anything over 50 % thermal is just not possible also I see an outside air line supplying air pressure to make it seem to run
Starter?
One of the reasons pistons engines work so well is that sealing, even with its own set of challenges has been solved. Only issue electricity is facing is energy accumulation being heavy while charges have no weight, spending time and money on a new dead dinosaurs burner doesnt seem probable. Good eye there it looks like going on helping wheels.
This design works on paper. The compression rotor is a great idea. Look at the surface area of the hot side upon ignition: 5 of the 6 surfaces produce NO work. The total surface area is huge compared to the "piston" area, even if you only count a third of the expansion (as it's already burned and expanded and is only waiting to exhaust). You could stack this into a multi-rotor design and add a blower. I would love to see a Real One in action.
It already has a blower lol, it won't work without it
What? The exhaust gas only pushed on the rotating tongue, the rest of the area is the combustion chamber, get it?
I have my doubts about the thermodynamic efficiency. Efficiency is directly related to the absolute temperature difference between where the work is extracted and the temperature of the heat sink at the other end where the heat is expelled. From what I see the fireing cycle is almost the same as with any piston engine and that limits what temperature you can be operating at. In fact what makes turbine fan jet engines less efficient than piston engines is that the blades have to operate in a high temp. region all the time, few materials can last the peak temps that piston engines extract their work at, because pistons, valves etc. get to `rest`and cool off between cycles (even at 20,000rpm).Turbine blade materials are exposed to continuous hot gases limiting this temperature to what the material can stand.
The rotation and " lug" division into expansion compression zones are ingenious and interesting (getting rid of reciprocating masses), though!
Stil see seals (as per Wanklyn) and gear problems as issues.
Was that cooling water pouring out?
Will need to see numbers for fuel efficiency, and seal life...Burning hydrogen (with any IC engine) interesting but how to carry enough mass with you, and infra-structure ?
@Adimoolah the actual efficiency mentioned by the company is 60% but the video wanted to inflate a bit
@@someboi4535 Actual efficiency will be 25% just like all other ICEs.
@@rogerphelps9939 hmm how do you know?
@@someboi4535 From actually having studied thermodynamics and the knowledge that after over 100 years of trying ICEs have not got much better than 25% efficient. It is just physics.
@Roger Phelps yes but this is not your average ICE though this has no pistons at all
The engine has issues with seals but great design on paper
Agreed. seals are the problem
This seems great! Not sure if anybody reads the comments, but there's some great ideas in them as well. My idea would move the exhaust port to be timed and exposed later in the expansion stroke to maximize power capture capability by the engine. This small tweek could yield greater fuel efficiency from each cycle.
They’ve probably considered that but didn’t do it for a reason that isn’t clear
Another amazing engine that will never be seen again. 'Liquid piston' comes to mind.Thanks for a great vid !
The seals will work better than a wankle rotary engine because the rotor is not asymmetrical. It doesn't have to bounce around as it rotates. It simply rotates in a circle like a lathe. This makes it easier to manufacture and more reliable because simple rotation under stresses the bearings and maintains symmetry longer.
You hit that on the head!
Not so sure... They will have thermal expansion to deal with, and also I see no way how they can oil those without pumping oil in the combustion chamber, making 2 stroke like emissions.
@@DrBernon I was wondering the same
@@DrBernon Thermal expansion can be handled with the correct alloy combinations. Side seals are easy to accomplish with linear oil rings. The diameters are the tricky parts. They will need spring ring seals similar to the wankle, but will be easier because of the perfect rotation.
@@HarmonicResearch Look closely at a wankle engine picture. The seals are not that different to a regular piston. They are metal strips at the triangle faces, and a cylinder at the tips. It scrapes the walls just like a piston ring. This thing needs a ring that is going to grind always at the same spot because of the circular motion. The oil will not get pushed between the metals.
And the thermal expansion will affect it no mater the alloy combination, because the engine still has a hot spot on the flywheel/combustion chamber thing. So the flywheel will have an asymmetric expansion, and the combustion chamber also has the same uneven heat distribution problem.
Those rings not only need to seal a fast moving disk, but also wiggle down and spring back, 25000 times a minute.
Yeah, I don't think so. This engine only works in the lab. Notice how there is no video of it powering a vehicle.
Yeah . That's right . Because it's currently a CONCEPT ENGINE UNDER DEVELOPMENT . That was obvious from the Video .
There are other videos of it being developed.
@@johncunningham4820 you obviously watch dirty garage guy to
See it pissing fuel out the seal's
@@some_random_garage . Had another look at the Video . Since the End of the Engine shown dripping appeared to be indicated to be the INDUCTION side , I have reason to think the Dripping was NOT fuel , but rather , CONDENSATION . Caused on the Suction side of the Induction Rotor .
Keeping in mind , this IS an experimental concept , under development , Materials Science would likely solve the issue .
Perhaps simply using TWO lobes in each Chamber .
Lower Pressure Flux , but at twice the Rate . Better balance as well .
It will be interesting to see how this engine fairs on test. I would especially would consider the rotor and gear and seal wear, also the units ability to accelerate under load. I also notice that combustion rotor only has a small area for the expanding gas to act on. Will rpm make up for this loss off reaction area? If extreme high revs are required lubrication will also be ultra important. The engineering and balance will also become very important.
I do though wish them luck, as many a good idea has foundered because there is too much invested in existing technology for the manufacturers to change course.
They seem to be utilizing some fantastical way of lubricating or suspending those shafts as their info screen at 5:02 states oil change intervals of 50k miles and no oil leaks.
I've long thought a small turbine engine coupled to an electric car would be the way to go. This certainly is different but it's turbine technology and takes my idea to another level. I predict this engine type has a future, hope I'm right.
There was an article, published back in the late 60's by POPULAR SCIENCE that showed an electric car with batteries with an airplanes APU to provide on demand recharging of the batteries.
Agreed 👍. Imagine if the engine did nothing but run at optimum RPM and load all of the time to recharge a battery.
Jaguar C-X75
80% thermal effiency? higher than the theorical max for a Carnot heat engine? hmmmmmmmmmmm.....
This is a scam!
combustion is happening after to power stroke which is very small for the engines given size. I love the wish list oil change 50k miles no oil leaks what's draining out on the test run. there's been an engine using 2 external vane pumps one side to compress other side to combust and expand and has far less surface area to wick heat from the combustion
Its oil injected no oil change required! amsoil interceptor 2stroke oil fore ever brappp.
I see the same problems as a rotary engine. The apex seals or whatever the equivalent are in this engine. You won't be able to seal the chamber because of corners. It's still hard to beat circles for ease of sealing.
Very interesting 🤔. I like the idea put forth on the dual notch. The discussions on thermal issues, lubrication, matching tolerances all deserve being addressed and challenged to be proven right or wrong. The Basic concept seems workable as you say in many ways and areas. I'd certainly continue as someone said we rise to great heights by a winding staircase.
An old ( and very good ) idea. The actual advantage would be to use a third expansion " chamber " in addition. This would increase the compression/decompression ratio towards infinity. In principle a good invention ( long time duration is the problem ) , but how long does it last in this special brand? Additionally it is possible to add a secondary steam-machine, which uses the wasted heat to drive a steam-decompression...I.e. using water as the working media.
or like the old steam engines, have 3 'red' rotors, one high pressure, one medium pressure and one low pressure
@@andyman8630 combination of all may result in maximum efficiency near Carnot Theory. It's worth trying...
@@dennisliebig7622
maybe! but then maybe the mechanical complexity would result in torque losses negating the 'theoretical' advantage
but as you said, it would be worth trying even if it failed! after all, Edison 'failed' 100 times before he came up with the 'working' light bulb
@@andyman8630 trying...in any case,.., a silent machine results , no muffler needed .
@@dennisliebig7622
trial & error is the only way forward
The main issue with the old Chrysler Turbine is that it could run on multiple fuels and was very efficient. This little engine one would think gets pretty hot and need good gear management for the low end to have much torque. Maybe something like what was used for the older drag bikes where they used like a snow mobile clutch. Where's the drive shaft?
I am WAY more impressed by how human the Ai voice is. That must have been expensive!
Really? I felt like I was having a brain aneurysm listening to it.
@@tristangillis7365 Absolutely! It was a robot reading an advertising pamphlet. It was awful.
I can see where I would question whether or not I would run 2 "notches" and not just one on the rotation allowing for a better combustion program. Also, I would also question the heat verses the cold section of the engine. It looks to me that one half of the unit will get extremely hot where the other will become very cold. This differential might cause a very bad expansion/contraction differential causing a warp in the engine as it gets hotter and hotter. What is leaking? Is that water or fuel?
Durability and efficiency of seals could still be a significant issue but it seems much less problematic than the apex seals + large trochoid cavity in the Wankel rotary.
It's not mentioned here but I've researched elsewhere that it has no seals... it depends on extremely close tolerances to function properly. Sounds like a pipe dream to me.
So it sounds like it has some sort of reliability issues, they are trying to solve some 'center material' that can hold up to not being worn down prematurely to frictional engine forces. It will be interesting to see what they come up with. To bad they couldn't invent some sort of self-healing technology that will wear down by at rest regenerates back into spec, like some sort of ferro fluid that could re-fuse itself back to the metal it was worn off off.
From the videos, it was already leaking coolant like a sieve.
As In all combustion engines, from steam driven beam engines to to high bypass ratio aero engines the key to development has been metallurgy and chemistry. With the advent of AI it is already possible to design and examine the properties of unique materials at the molecular level. My guess is that this is where the focus of research will be with this engine.
The sealing and lubrication of hot side will be challenges. The reciprocal engine is not that hot on because it alternates hot and cold in the same chamber.
freaking awesome at such a small size! gotta be simpler because of so much less parts… but at the same time probably more complex from perciceness
Nice animations, show me a running, on fuel, not leaking, engine doing measurable work, with fuel consumption, and exhaust content data.
I wonder how well this engine would work as an electric generator. If it has a high efficiency it could make for a great plugin hybrid concept. You could have two of these engines in a plugin hybrid for a higher electric output and the added redundancy of two engines in case one fails.
You should look over at Aquarius Engines. Way better design that has only 1 moving part and doesn't rely on the extreme levels of tolerance that the Omega 1 will require. Also, they already have working models, generators and a newly renewed contract with the US Military for R&D.
@@BloodSteyn I checked out the Aquarius engine...that's pretty cool! I believe we'll see a lot of new tech within the next 5yrs that will drastically change the energy and transportation industries.
if this thing really ends up weighing 16 kilograms , u can probably buy a generator with one.
I like the idea but a hybrid concept would work differently. The rotary engine would have to run autonomously to charge the bank of capacitors so you have a electric car that charges itself in a parking lot. Also keep your car at a true ac climate control inside while it is parked.
@@BloodSteyn There's also Liquid Piston as an inverted Wankel engine, good for generating current
Outstanding idea, less moving parts, less fuel, more power.
I'm not a mechanical engineer but you can cool down all types of engines.
From the video the thing runs which is a plus I suppose, next step put a muffler on it and whack it in a car and see how it goes.
Dont let the car companies buy you out, like the ceramic engine ( it doesn't need a cooling system).
Also Ralph Sarich and his new engine from the eighties.
Chrysler was years behind Rover. Rover built a gas turbine powered car, the JET 1, in 1949 and set the first speed record for gas turbine powered cars at 240 km/hr in 1952.
this would make for some awesome motorcycles; bring it on. Then again a 160hp lawnmower or tablesaw would be a hoot as well.
It would be the cbr250rr all over again
1 quick question, where do I put the shaft of the gearbox? Looks like the inner rotating cylinder has a few holes for a good purpose. What if we shoved a shaft there, would it work?
How are you going to seal the tooth piston against the cylinder wall and deal with expansion from heating
This sounds like some delicious, thin-sliced BALONEY!
rotors made from ceramics like carbon brake discs may do the trick. Also, as a range extender/hybrid power plant seems the most logical application. And yes, I would love to see Mazda carry the torch for this one.
I worked with a guy who made some rotors for racing cars and hyper cars, he refused the job after some time because the compounds were extremely toxic. Women who worked briefly with the materials, after some times developed several bleedings and miscarriages. Some technological advancements aren't worth the health of any form of life. People need to start to care more about people than "things"
Ceramics is very brittle, will not survive reciprocating explosions.
Mazda has a hybrid with a rotary generator right now.
I sincerely doubt the 80% thermal efficiency claim. As others have stated, thermal efficiency is related to how much of the heat of combustion is turned into usable work. Or in simple terms, the difference between the heat of combustion and the heat lost to the exhaust and into cooling the engine. This will be limited by the materials available. Interesting concept, but until I see much more real data, I am skeptical.
I filed a patent application in the UK on this principle of engine in the early 80s, and I hawked it around every motor and engine manufacturer. The only ones who spent any serious time with it were Lotus. Suffice to say that nobody wanted to get financially involved, for all the reasons that you see in the comments here. I still kept all the original drawings but gave up on the concept as a nice idea which was never going to be practical in the real world. However, if these guys can pull it off, good luck to them.
The reason the Chrysler turbine engine was abandoned was for several reasons. One, because the exhaust temperature was very high and could actually be a danger to other drivers. Two, the precision required to build them made them very expensive. And three, turbine engines in general have a fairly low throttle response, which does not lend itself to automobile driving expectations.
Love the argument of less moving parts, but forget to mention the intricacies and difficulties of manufacuring these components, let alone the unobtainable materials needed. Also, thermal efficiency is something that varies depending on a multitude of factors and I'm certain that number was plucked straight from CAD and also in an unsuitable state of operation, the first swept volume is a waste, you could incorporate it into the top side of the rear rotor and make it do both jobs..... oh wait it'd just be a deconstructed wankel like it is now
It looks ok on Design. At 7:19 you can see they have plenty of room to design proper hot/cold dividers. But one thing it stuck out to me outside of the challenge with insulating and lubrication is if you want extra power wouldn't be easier to just add an extra compresion/burn cycle inside than have an entire extra engine assembly... and yes can we see real working prototypes :P (beyond that water powered one )
Yeah, I feel like they need a bit more space between those two thermally different sections
I suspect the friction and emissions will be just as big of a problem as a rotory engine only moreso because of the larger contact patches.
Two, three, or four teeth to magnify power output from a single engine, making more cycles per engine. Sounds good. Probably their Omega 2 prototype or something. Excellent idea.
I wouldn’t hold my breath waiting on any “working prototype”.
Excellent idea! 2 to 4 cycles for the win!!!
Having sold precision gear metering pumps, gerotor and lobe-style pumps, I'm pretty familiar with their limitations, and this motor is like a weird sorta 2-stage (high-speed) lobe pump. Low viscosity is a real problem for any positive displacement pump - an air/fuel mixture has none (no lubricity, either). I imagine that the internal clearances would have to be extremely tight, on the order of 1-2/10,000", and when you add thermal expansion (dissimilar on the two stages) to that, I'd expect it to seize-up. It might just seize-up on a cold day, too. Good luck Astron Aerospace.
It's glad to hear this late gas engine be developed, but the point is how the thermal efficiency be greater than 35%. And by the way, can it be smaller and less vibration especially while starting it up? If so, it can be the generator for the power source of EV car in stead of dirty batteries!
Hopefully, we can see the application of this engine to the public! It's my bottom of my Heart!
Very bold power to weight claims for an engine that hasn't run on a dyno.
What's cooling the hot side rotor? With no breaks in combustion and no evaporative cooling from fuel the hot side is going to melt itself.
They are an Aerospace Company . Fun Fact , TurboFan Jet Engines combust continuously and the Uncooled Power Turbines don't melt .
I love new technology and I have found a lot of new engine types out there that would be great, especially for range extenders for electric cars. But for some reason we will never see them.
Yes Rick.
As with all real good concepts. Bought out. And moth balled.
The thing is range extenders won't be feasible if the promises of the battery industry become reality.
@@Squee7e People will always have range anxiety.
You should look over at Aquarius Engines. Way better design that has only 1 moving part and doesn't rely on the extreme levels of tolerance that the Omega 1 will require. Also, they already have working models, generators and a newly renewed contract with the US Military for R&D.
@@BloodSteyn I like the idea. I just want to see something in my next car other than the 130 y/o ICE design. Hopefully we will have a couple options to choose from within the next 5 years or so.
Is this correct that heat should not be much of an issue since it is supposed to be about 80% efficient? My concern are more with the roller bearings, if they wear then they mess up with the tolerances of the rotors !! What about the speeds of the rollers in the bearings if the engine's max RPM is 25K RPM !! As it appears in the drawings, the bearings and the syncrogears appear to be the weakest points to further get more engineering time.
YT had been putting this in my feed for the last week or so. It knows me pretty well, this looks amazing, gonna try to follow this closely.
Oh.. Another rendering of - THE NEXT BIG THING!!!! 😏
Such high rpms can only mean excess wear over time, especially in something that needs such tight tolerances to function within specs.
What software do you use to generate the voiceover?
cool but how do you get the power out ?.. like where is the crank shaft or transmission ?
HOW ABOUT something like a pair of properly sized center intake rotors sandwiched between a pair of compression /combustion rotors on either side spaced 180 degrees apart. That would keep the majority of the heat on the outside rotors that can be water jacketed/cooled. Essentially it would be TWO motors working together united by a single inlet set of rotors sized to feed both motors. Exciting HP/weight/size ratios!
I see what your saying and with proper water jacket it would work and would be a very efficient engine. I'm very skeptical about the torq numbers. I would very much like to see one in use.
Those numbers seem bit sus, but i humour them to point they have it tested on the dyno by third party. Still is this is durable and powerful, small 50cc engine would sell like hotcakes if price is reasonable to install into moped.
@@bambambundy6 It just goes back to HP vs Torque. If you can spin it faster it compensates for the loss of torque and you are going to utilize the HP side of it.
I am a diesel guy or high compression slow moving engines. High torque with low rpm.
Now all manufacturers are trying to go the other way. Low torque motors running higher rpm to do the same amount of work.
I leased a new 2021 Chevy Silverado with a 4 cylinder turbo engine. It is built almost like a gas burning diesel engine.
It has more torque at a lower rpm because of the use of a dual volute turbo and a longer stroke. It is coupled to an 8 speed transmission to help make up for the loss of torque by using HP in the higher rpms.
It tows very well for it's size.
Now spin an engine 4 times that rpm and you can do the same work with 1/4 th the torque.
This engine would be better suited for power generation than mechanical use unless you had a whole lot of gearing or variable transmission output.🙂
I'm skeptical. I want an engine-bay sized radial engine though. That would be cool.
I would just like to know the fuel consumption of this engine would it be the same as a Wankle? I'm really cool thing about this engine. Is it only weighs 35 lb versus around 700 lb for a V8? Even if you put four chambers together, it comes out to 170 lb for an engine that's even still weighs less than 4 cylinder weighs.
Whats the purpose of the two big holes? I get that the they are the "inside" of the rotaries, but are they supposed to be splined to connect to transmission or something?
Love this power plant concept!
Make it happen, Let’s go!!
I think add 3 more 'combustion' lobes on the same rotor.
You were thinking just like me! But I was thinking more like a pair of center intake rotors sandwiched between a pair of compression /combustion rotors on either side spaced 180 degrees apart. That would keep the majority of the heat on the outside rotors that can be water jacketed/cooled. Essentially it would be TWO motors working together united by a single inlet set of rotors sized to feed both motors. Exiting HP/weight/size ratio!
I think it will work. It looks almost vibration free. Gearing/clutching may be a challenge as I am not sure about the torque curve. Hopefully it is flat. With an RPM range like that it sure would be fun to have on a motorcycle.
Wow. An American who pronounced “Mazda” correctly!!! Finally someone over there gets it. Or maybe he is Canadian? Either way nice to hear.
Robovoice. Prove you're human.
If it is a robo voice it’s one of the best sounding ones I’ve ever heard for sure !
At 6:43 this engine is compared to other 'alternative' engine designs while dismissing these other engines as 'mere concept engines' - actually these other engine concepts where actually built and run on engine dynamometers in order to measure their thermal efficiency. I can attest this on the basis of actually physically being present for the dynamometer testing of one of these engines.
I predict that this engine will be exactly the same as these prior alternative ICE designs in the fact that the claims being made prior to any dynamometer testing suggest that the thermal efficiency will be way superior to existing ICE designs however the actual dynamometer test results will not be able to back up the outrageous claims. It is more than likely that the thermal efficiency will be lower than a typical mass market automotive Honda/Toyota engine, but with a number of other practical issues that come to light based on real world testing.
Nice video, but let us wait for that engine to come.
A few remarks on the comparison: the omega 1 engine is supposed to weigh around 16kg. But, what is included in this? I could not see any cooling equipment, although I might guess (even with the claimed, high thermal efficiency) it will heat up quite a bit. So, add the weight of radiator, water pump, etc. Then, how about a starter? Or an oil pump, etc...? I wonder at what final weight the engine will see the light of the sky...
The same problems with sealing gave (practically) death to the Wankel engine a few decades ago. So, 100 000 hours without maintenance will need to be proved 🙂
If I understand correctly, the upper isolator rotors are only there to provide a separation between the intake and compression sections in the "blue" paddle rotor, and the power and exhaust section in the "red" rotor, and only needs to have that notch so that the gear profile can pass through. But that means that, for most of the cycle, that notch serves no purpose. So, why isn't there *another* pair of compression and power paddle rotor at the top, working 180 degree from the bottom pair? Now, you'd have the isolator rotors do the work for two power rotors. And depending how tight the packaging of pipes and ports are, it could even be possible to have 3 (in a "Y" shape) or ever 4 (in a "+" configuration) power units sharing the same "isolator rotors".
That would make the engine proportionally lighter for the power produced.
I want one now! That would be sweet as hell on my TRX450r ATV. I've boosted the power a lot to get to 65hp. 160hp for an engine that weighs about the same would be awesome. Not to mention that insane rev limit. 25k sure beats the hell out of 9.5k. That little engine would be good in everything if its reliable. It's light enough to just remove if it needs work. Sadly I'll believe it when I see it. They'd take over if they are reliable. People that work on things themselves will be buying them like crazy
2 omega 1 engines would weigh less than 1 trx450r engine according to the stats provided in the video.
I came up with a somewhat similar design when I was 12 and showed the drawings to my uncle who used to build cars and knew a lot about engines. His comment was that it had already been invented before and that it was nothing special. The fact that I came up with it as a 12-year-old didn't seem noteworthy to him... he never changed. Even in his 70s, he kept telling me that everything I do is shit.
Okay Elon
What engine was your uncle referring too?
I was very proud of coming up with this same thing also, until I found it was first patented in 1820. Along with long documentation about why it couldn't work. Yeah, the design WAS the issue... I still love the idea, but you just can't seal edges and lines, and that's it.
I'm excited to learn about this. I just read an entire book about Leonardo DaVinci and his genius ahead-of-his-time ideas he sketched on paper. Compare that to this brilliant CGI presentation. We're living the life of the Jetsons.
What are the 2 big holes in the engine for and how does power exit the engine ,is there a drive shaft somewhere. ?
Being from Texas, I know the smell of BS all too well and this has a smell way beyond.
Possibly the first time I've agreed with a Texan (knowingly), this just smacks of the hundreds of other "revolutionary, super efficient" engines that have never come to pass because they were all BS.
@@ledsalesoz I don't have the time to do the research at the moment but it seems like a situation where they might be vying for investment capital so they can burn it on coke and hookers while acting like they have something worthwhile to invest in. I'll be eating a helping heaping of humble pie if this comes to fruition by their hands and the numbers play out accordingly.
9:24 "AT PUSH 3.355KW" = 4.5hp = lawn mower.
heheh sorry. i mean Threethousand KW. not 3.5 hehehe thanks for yout correction 🙏😂
9:24 "AT PUSH 3355KW" = 4500 hp = not likely. Mark it down as an exaggeration.
How are the handling the vibration because it is rotational and there is a imbalance
Must be pretty tight tolerances they need between the rotors, which means the entire assembly stack feeds into that. Everything internal combustion uses interference fits for sealing the intake/compression/ignition/exhaust chamber is an interference fit, created by rings or vanes. Not sure how they could overcome that, especially when thermal changes come into consideration. Now throw in tolerance allowances necessary for mass production, and you have a helluva challenge.
"Astron Aerospace cannot be underestimated either [...], because we can see it in its name Astron --Aerospace--"
I am ok with channels presenting new design concepts that they may not have much expertise about, but some of the word salads found in this video take the channel from zero credibility to BS channel with a bridge to sell.
I'm sorry if my English not good enough because I'm still in the learning process 🙏
Every great leap in technology throughout all of human history has come with substantial (and warranted) criticism. Thank God the greatest minds don’t buckle or fold to it. Give them some time to prove the concept. It looks awesome! As materials and production technology improves, this gets closer and closer to reality. Plus- it will make NOISE!!! Something that all gearheads will rejoice in.
It looks like a dumbified version of the twin screw compressor. These devices have a very narrow effective range and will not hold the compression ratio promised. This is the major killer. here are also tons of other problems like thermal expansion, pumping losses, etc. Not livable.
my new rotary engine design is use a pair of roots/screw type compressor, then the combustion chamber with direct fuel injection and glow plug, then a second roots/screw compressor to turn the expansion of the combustion into rotary motion and power to drive the intake compressor and the output shaft.. frank whittles first jet engine was a turbo like use in piston engines, except the pistons were eliminated. turbines have pressure slippage/lose, a roots/screw compressor is positive displacement.
It’s pretty obvious that EV’s are going to be the future for personal cars
The "era of electric cars" is a joke combined with a pipe dream.
Back in mid eighties, I read in auto-motor-und-sport magasine, that Felix Wankel was working on a new engine, which would have the size of a shoes box, producing 400PS and I think it would turn up to 40000rpm. The one drawing they were showing, was very similar to Omega 1 engine.....
Wankel was far ahead of its time!! A visionair without any technical/engineering education. A self made (master-)engineer
@@alfredvonk7686 You re right...
I think what we saw @9:26 was a test block being run on a source of compressed air. That is why we saw water drops falling from the "engine".
The water drops "leaking" from the engine makes me wonder how precise are the tolerances in side the "engine"
So it is hard to form an opinion with so little information.
Electric cars are doomed. The grid couldn't handle the amount of power needed to supply everybody electricity for all their electric vehicles. The other problem is the lack of materials available to produce the batteries with current battery technology. Battery technology may change, but the lack of available energy to be supplied through the grid is the number one thing holding back electric vehicles at the moment. And let's not get into the pollution caused by the production of these electric vehicles and their batteries.
LET'S SEE MORE OF THAT WORKING ENGINE.
You know it's not a serious product when you hear those dings.
🤣
when i slowed this video down it looks like both "crankshafts" are tuning the same direction ???
If the expansion rotor is made wider than the compression rotor, will it improve the thermal efficiency?
Very interesting, but what 4 cylinder motor are you using for your comparison numbers? Would like to see it in a vehical running at 25Krpm's. A new sound for sure.
If they went for aircraft engines for small planes, ground transportation is always an issue as there are a lot of vested interests. Go for drones, planes and Supercars and super motorbikes that would allow it to further develop the tech. Secondary would be generators. Then once all the bugs are sorted out the engine would be adopted by others
IF, the efficiencies, process, and 80% thermal performance holds true; this is a significant breakthrough. Paired with a battery, this would be an incredible hybrid. Potentially doubling mpg. Its time to leave the 1800s timing chain, valve shafts, etc. I am impressed. I hope the unrealistic battery lobby does not destroy it.
You know what I find unusual about all these new age engines? It's full of animations, and theory. But not a single one will go out of their way to put the engine in something like an ATV to prove it can move a person.
doesn't seem to need an external flywheel, I guess the internal "ring" structure and gears provide enough momentum to keep it going at idle speed. Also I see the exhaust coming out at pressure, so why not add another low pressure larger volume cylinder wheel and capture that pressure as it expands to atmospheric pressure.
🙂🙂👍keep innovating, Ghaib said that the perfection of the Machine Age is in the golden Age.
I am not an engineer so my question may be stupid. Does the thermal efficiency quoted mean improved fuel consumption for work produced? I'm asking this as the Rover gas turbine and the Wankel had higher consumption in relation to power output
Good luck moving forward.
The fluid running out of the Demo Engine is telling.
Seals, seals, seals.
WHOA!!!!!!!!!!!! THESE AMAZING DESIGNS ARE INCREDIBLE!!!! BUT, WILL THEY EVER BECOME A COMMON REALITY?!!...
Would Hydrogen work with this engine..? Used as a hybrid connected to a alternator for electric motor it could be very small little vibration and small radiator cooling needed .No need for high RPM .
Wouldn't the volume of the combustion chamber be very small with this engine? Would it run faster to compensate? Just seems weird you could get the same power as a piston engine from that small combustion chamber. I would think the same of wankle engines though and apparently those are workable.
How about using this as a generator for electric vehicles? 15KG could sit in your trunk but have plenty of power to charge your car on long trips! Heck make it portable so you can just put it in the truck for long trips!
My question is this 🤔? How would you hook up a drive train to this? And what kind of system would be considered?
Very interesting idea. What is the liquid leaking? More "sealing" problems?
Interesting but I worry about lubrication and seals. Wonder if direct injecting fuel instead of it going through a pre-chamber would increase efficiency. Want it to work but need to see independent tests and then I would invest. André in Sydney
Chrysler were not the first to develop a gas turbine car in 1955 ?
The Rover car company in England built the words first gas turbine powered car in 1949. it was called Jet 1 and held the world speed record for a gas turbined car of 152 miles an hour in 1952.
The only issue I see is that the combustion chamber is donut like ,which means the rapid expanding gas will have to travel through a long narrow winding~ passage with lots of surface till reach the exhaust port ,thus lost energy along the way , so my point is the efficiency might be a big question mark . though the concept is quite unique.😁