😍 Can you FIT 160Hp in 30 Pounds? This New Engine Can. The Omega 1
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- เผยแพร่เมื่อ 6 พ.ค. 2023
- In this video we analyze the powerful Omega 1 engine that weighs only 30 pounds and generates more than 160HP. Something really interesting.
It also hits 25,000 RPM and has an idle of 1,000 RPM.
#engine #omega1 #power #turbo #racing #cars #speed #repairman22 #conrod #piston #rotary - ยานยนต์และพาหนะ
I've lost count of how many of these game changing engines are supposed to have been on the market by now.
stop waiting on companies that only care about making a profit and start building them yourself.
“…it promises to…”
yep.
@@kingmasterlordwhat a dumb libertarian mindset. BuIlD yOuR oWn ReVoLuTiOnArY eNgInEs
It is good that the research is active. Without continual advances we would still have cars that use 50 liters per 100km. This research should be welcomed.
@@ionutionut2311 Research is welcome, disingenuous over hype and misinformation for the sake of youtube views and likes is not.
Great to see this! I'm 78 now (damn!) and have always LOVED innovation. Believe this or not I came up with EXACTLY the same design/concept in my twenties and I suspect that I might not have been the first even then (I just loved coming up with new approaches from my early teens in aircraft, boats, engines etc, etc) ! I called mine a 'rotary abutment' engine. As with most of my ideas I didn't/couldn't turn the design into hardware; family, home renovation/DIY, life events, too many ideas=lack of focus plus, lack of cash. At any one time in the world there are many thousands in the same 'boat'.
Major problems are materials, sealing, lubrication and heat dissipation. I did realise at the time, and treated it as such, that it would be a high speed engine and my approach was to accept 'leakage' without seals, such as the Wankel rotary uses (in a similar way to the way to the way jet engines aren't 'sealed' either).
Another factor to consider now, is the imminent changes in motive power, with various competing approaches in the mix. At this point in time, even the LIKELY winner is unknown. This increases the financial risk.
It's strange how life goes though. Coventry Climax became famous in motor racing in Formula1 motor racing, back in the day, and yet its foundation was as a very light aluminium (rare at the time) high revving 4cylinder engine designed for portable water pumps for fire fighters. Later it was adopted for use in the Hillman Imp (rear engined competitor to the Mini). Thereafter Coventry Climax used its technical know-how to work wonders in Formula 1 motor racing! I do hope these folks have the means, time and money to see it through as we never know what path might open up for this engine.
There's many super wealthy folk in the USA and hopefully one might back it. Remember that the 'Rolls Royce' name was composed from the surnames of two partners. 'Rolls' was the business/money man and 'Royce' was the Engineer!
I very much enjoyed coming up with a number of engine designs (amongst other things) over the years but should have designed, manufactured and sold new, mass market, household products....much better to make money FIRST, which is key! (Take note young inventors and remember that the initial inventor RARELY makes the money; it is the folk with business/marketing acumen who take up the idea who generally make the money.... if any!) Of course, there's no guarantee for them either! :)
I did make a small mark in hang gliders inc. powered and you can't do everything in a measly single life! Hey Ho, c'est la vie!!
NoAxe
If one has dream, one must work towards accomplishing it, THEN succumb to Life!
I've watched four videos on this engine and this is the first one that had any explanation of how it worked, the pros and possible challenges in making it work. I'm definitely subscribing!
Total BS to ripoff stupid investors.
This is going to require *very* tight clearances and *very* good maintenance to avoid dying.
Yep then add carbon buildup where the tight tolerances are needed and it's a worthless engine.
I see these engines destroying themselves at very low mileage
That gap of 0.1mm should have tolerance of 0.02mm at minimum and that seems doable but in real life this will be Mission impossible to maintain with vehicle in motion and vibration of surrounding. Good luck bringing a real life version.
To deal with the tolerance issues when running and hot, the solution is simple and already in use. Forged aluminum pistons in gasoline engines are under sized so when the motor is at operating temperature they will be the proper size. You just have to leave enough tolerance for the metal to expand. As in all engines the efficiency would not peak until the engine reach operating temperature
One can also tailor the metallurgy of the engine case to allow expansion of the case proportional to the rate of expansion of the rotors, allowing everything to stay in tolerance through a larger temperature range.
Those engines are easier to keep at a constant temperature because you have plenty of room to place cooling and oil ducts and you can cool down the pistons by spraying them with oil from the gallery. They also have a narrower RPM band. They also have piston rings that help seal the gap when the pistons are small, this does not.
I'm thinking that if the same technology is pushed in to this more demanding role, they would either have to sacrifice low end efficiency by increasing the gaps or they would have to sacrifice top end power by limiting the top rpm to prevent the engine from seizing due to thermal limits.
Unlike what the video implies, I think the critical gap is not the one between the rotors but the gap between the lug on the male rotor and the chamber. If there are no apex seals there will be a lot of blowby if the tolerances aren't super tight, but if the tolerances are super tight, total engine failure due to seizing will be an ever looming danger. Even a minute amount of slop in the bearing will cause the lug to drag or bounce along the chamber and thus scoring your engine badly.
youll find forged pistons expand quite alot, although they are stronger, when cold this piston will slap the cylinder wall causing wear. This also happens at extended periods of low rpm when the engine can cool (relatively).
For this reason, although forged pistons are stronger and capable of more extrememe conditions that make them ideal for racing engines, most manufacters still produce there pistons from cast alluminum as cast alluminum expands less than forged.
For an engine like this that is reliant on tolerances for adequate sealing, the engine would need to run at a near constant temperature, or use materials with a low thermal coefficent of expansion... such as titanium.
Forged alluminum expands to much for this application.. unless the engine is desighned to operate at a constant temp/speed.
That's not going to cut it for an engine without piston rings.
1)A relatively large area is being presented to the burning air fuel mixture. 2) Titanium is great but its going to take a little bit more than just that material to make expansion by heating go away. There are ways I can see but they are not showing it. 3) going to need to work on optimizing the side to side movement of the fuel air mixture. Not going to calculate at this time, but allowing the compressed fuel air mixture to expand through the transfer port since the velocity of the mixture is no higher than the local speed of sound this limits the rpm of the engine. Going to have to think that through a bit since the inertia of the fuel air mix might be used at this point to simply relocate the gas... I could be wrong here, or they might not be including certain details. Appears that this might be fun
i'd go with thenot giving certain details,
i think there's still a lot that they wont show
I think you are spot on. I would suspect that at high enough rpm’s, we’d exceed the speed of sound through the transfer port. I don’t think scavenging through the transfer port like you described will be possible as the air is being forced to stop due to the rotor disk that closes the port… that and the change in direction the air has to make going from the intake side to the combustion side.
And I do see cooling being an issue. They claim 60% efficiency but that just means it will take longer for the materials to heat up to the same temperatures minus the heat rejection capabilities. And I don’t see how cooling this is going to be easy either. Maybe it will be cooled purely through the oil and then it will have an oil to coolant heat exchanger before finally getting air cooled?
Looking at the animation and the prototype, it doesn't look like the swept volume is particularly big. Without doing any maths (since we don't have any dimensions) my guestimate is about 50cc. Even at 60% efficiency, getting 160hp out of such a small engine would be a challenge..
As with the last "revolutionary" engine, this 9ne too suffers from impossible seal issues.
Consider the wiping seal on the outside of the lump on the male doughnut..
For most of the revolution it wipes the inside of the engine block. Then it is in free space until it mates with the notch in the female doughnut. Then again, free space before returning to the engine block.
It's the unsupported free space transitions that have all the issues that a Wankel engine has and more, not fewer.
Piston rings are here to stay for a whole host of bloody good reasons.
@@dougaltolan3017 I think you overestimate how important that seal is. In a conventional engine, the rings are there to prevent blow by leaking into the crank case. When you look at the rim seal in this engine, some leakage would be acceptable without any issues.
Consider how a hydraulic gear pump works. They have cogs spinning inside a round chamber and rely on absolutely no seal between the teeth and surrounding body. They can produce some pretty huge pressures, despite the inefficiency. I know the viscosity of the fluid plays its part but any "blow by" only reduces efficiency. It's not absolutely critical.
Anything that has parts called “doughnuts” has got to be good!
I personally really like the concept behind the rotary engine, if they can get a working model going and sell it for retro fits that could definitely be really neat.
Thanks for the video Francis! The caption helped me a lot, since I don't speak English 😅. Hugs "from Brazil " and God bless you!
I want to see this engine running, but I don't have much faith 😅....
There was a similar engine concept studied at Ford research lab from 1978 till 1981. The basic idea was to separate the intake and output so that each could be optimized. It failed for a number of reasons which I can see are common to this engine. First, there is the problem of residual volume - that is the amount of compressed air left in the input side. In a conventional piston engine it is not a problem, all the compressed air is used in the combustion cycle. In this engine the residual air is not zero (non zero input part fits, volume of the transfer valve, etc.) and this will waste a lot of energy, limit the max compression ratio, and the compressed gas will expand back on the input stroke and, thus, limit the air intake. There are many more concerns that I see (leakage, differential heating, heat loss, differential thermal expansion, etc.) but I do not have the energy to type all the details. Nice concept but I doubt this engine will even come close to the efficiency of a standard piston engine.
Exactly
What was the Ford engine called?
They were called split cycle engines. There were a number of prototypes each trying to fix the problems of the previous one. They were built using a standard block with 1/2 the pistons used for compression and the other for combustion/expansion. The best version used reed valves (to try to minimize the residual gas in the compression pistons) but they never could get them to last. @@asdasdasddgdgdfgdg
This engine, the Duke engine, the pendulum engine, man You would think one of the 90 or so "world changing engines" would have made it to market by now.
Some of them find alternate uses. The curved piston engine is now a terrific compresssor.
@@tsm688 still odd to me that none have found mass market adoption.
@@sethg6157 the auto industry is actually pretty slow to change. Their tools are extremely specialized. They'd need all new everythings to make anything but inline cylinders.
That even one has made it into a commercial product tells me they're not all hot air. Just mostly hot air :P
@@tsm688 to be fair that some of these revolutionary engines are over 40 years old at this point
@@tsm688 I point I'm trying to make is that they're probably not as revolutionary as people think or otherwise they would have been adopted or at least be more common than just prototypes
After 10 videos, finally the perfect one, simple, easy, going to the point, no blabla, thank you so much !!!
WOOOW
this engine is an actual wonder in all engine designs,
if this get on actual car or motorbike this gotta be a big game changer,
considering its supposed wonders
no it's not
Very good animations and explanation! Thank you😄
I love this channel. Please keep uploading.
Fascinating teck. That seal problem is a minor setback. Throw it off in the deep end and watch it thrash. You got a winner.
Ceramics can help here because of their low CTE compared to metal alloys.
I wonder if this engine could be designed coaxial configuration. 1 stage counter rotating inside the other. In a way the heat expansion of both would maintain smaller tolerances?
Interesting concept that merits funding for study. Issues: high combustion chamber surface area to volume ratio - you'll suffer more heat loss than the new 4-cylinder engines do? The 270 degree push is a huge advantage. Diesels and direct injection engines have a longer push than upstream injection engines, but this new engine more than doubles the swept out angle of the push. The surface area of the push is beyond tiny, compared to modern "oversquare" engines, so higher combustion pressures would be desired. You mentioned seals being an issue - very much a big yes to that. Seals are what made the Wankel engine die from EPA Regs. Trying to "tight tolerance" the very long seams and the vital single tooth "chamber separator" ...beyond daunting. Possibly would work for small engine applications, and for aerospace.
Very cool design! I do have a hard time seeing this making good power, but i would love seeing a working prototype.
While I like piston engines more, this engine does look promising. Plus I'd love to see what the engine looks like in its full engine block with the serpentine belt system
It would look like a Wankel, or like that “Liquid Piston” thing
Great video Francis ! I'm and old auto mechanic. Have rebuilt 11 motorcycles that I owned. Starting with a Puch 250 that was 2 stroke 2 cylinder engine with a shared combustion chamber ! My Cushman scooter was a 1 cyl. 4 stroke . Hondas BSAs Kawasaki and BMWs followed.
This engine exposed here has no crankshaft, or pistons. It cannot be classified as a "stroke" type engine.
I believe it is a two cycle rotary engine. It has an intake and exhaust cycle that produce power in a cycle blending combustion part of the engine rotation. That could be referred to as a third cycle; making it a 3 cycle engine !!
I think it would make for a great multi fuel electric hybrid engine, that drove a generator to alternatively power a BEV. Its light weight and high rpm. would provide great flexibility to powering a vehicle.
This seems like the most promising alternative engine I’ve seen. No seals on the rotor is a big plus. If it has to operate at a respective RPM to be efficient it would fit right in as an aero engine.
Sure those tight clearances allow it to form a seal without parts actually touching, but what happens not if but when the engine starts to wear out?
What happens if/when carbon buildup occurs?
I prefer the opposed piston engine
_Brilliant._
I see this engine as being a constant RPM, efficient engine-generator, to be a range-extender for the coming generation of EV automobiles.
could be 👌
Emissions.
Yeah use with a CVT would make sense or hybrid
BV. EV is a misnomer.
@@AsthmaQueen CVT's suck.
I love that people keep trying to create something new that works better than reciprocating pistons, but so far it appears to be impossible.
Lack of funding, lack or research and development, lack of interest, lack of other figures such as efficiency.
Both radial and axial flow gas turbine engines work better than reciprocating engines in their designed use cases.
The biggest issue with gas turbine engines is that they lose efficiency rapidly when they are scaled down to the range useful for automobiles. They also have a slight issue of consuming nearly as much fuel at idle power as at rated output, which makes them even more inefficient when used to power an intermittent load like a car.
But for powering something requiring a very high and very consistent power source at a 100% duty cycle? They are absolutely better than piston engines.
@@ShuRugal true, except they are an like an order of magnitude more expensive than piston engines. That is why large diesel generators and diesel ship engines are still very common. Those engines can last well over 100 000 hours, comparable or even exceeding many large turbines.
@ShuRugal I didn't know that. If that's the case, then if you used them to power a generator/alternator, you could tune the size and rpm for optimum performance and use them to charge medium-small batteries for an electric vehicle. You'd get the best efficiency of the IC engine, and the major advantages of power distribution of electric power.
@@mikecurtin9831 the problem is that, at the scale of a car, the efficiency gains are too small to leverage and you end up wasting energy converting chemical->thermal->mechanical->mechanical->electrical->chemical->electrical->mechanical.
Then on the other end of the scale, grid power generation, burning fuel with uncompressed air to boil water into steam to power a turbine is massively more efficient, because you don't have to take power out of the turbine output to power a compressor.
Turboshaft engines are relatively niche. Inside their niche (rapid response, high power, lightweight, small footprint) they are outstanding, nothing else touches them. But if you can compromise on even one of those other points, then there are other options which work better
I hope they follow through with this, it's a really cool concept even if it doesn't reach the HP claim. The light weight would definitely make it great to be used on a bike.
I love your videos
That’s very cool!
Wow this is amazing!! No pistons and
Looks super simple to seal! I can’t believe this engine design has never been used. I bet it is because the oil companies bought the patent and locked it away. Is it also true that it just now is legal to release the design?
Personally I would like to see the engine succeed because the thinking (politics) behind the electric car is perverse and submerged in scientific ignorance. I say this as a staunch supporter of electric cars since my student days in the 60's, batteries were the issue then as they are NOW. The "technology" for electric cars has been around since 1880 but lost the battle to the internal combustion engine this was not because a political edict or corporate tax break for the greenies this was the market at work. Lets jump forward to today what is driving the market? The greed and ignorance of corporate politics "combustion engines must be banned etc" FORCING the market into an uneconomic underdeveloped mess meanwhile actually doing more environmental damage than before. "How" you may say and for dint of argument every part of an expensive and over rated Tesla is produced using electricity from fossil fuels and in this case mainly coal. So all your useful product energy comes from fossil fuels so it makes sense to develop super efficient engines until such time that the "electric car" has an economic and practical battery / motive force that actually is more efficient than the best fossil fuel engine then and ONLY then are you actually reducing the grid load and the turbines that power it.
I would not be surprised if the rotor on the hot side is ceramic. Much testing has occurred using ceramic material in jet engine's rotating assembly.
At least this one is a possibility unlike many other ones we have been shown in the past.
I think that it's very interesting. Thanks.
There will be different hot and cold regions which can lead to warping at sustained high loades
seal around the combustion chamber, ignight from the side of chamber after tapdead center ,and add counter weights pulley and flywheel . That great idea had the same. one when I was young rebuild a engine one day nice work
I need a bike that revs out to 25000 rpm
Please follow up on the development of this engine. If it turns out to fall short of some of its promises, the concept has many features which lift it above the traditional manner of turning gasoline into smooth power.
yea its a start I think it could be a good engine just need experiment more and see what bugs needs to be worked if any ,just the concept is awesome.
In the animation the donuts are out of balance.
There are numerous hydraulic and air compressors that operate using simular principles.
Even with titanium, they will still need to deal with the heat.. The intelligence and technology to make it work is definitely there. How well, and cost effective it will be is the question.
My concern is the thermal expansion. If they could solve that then i'd love to see it prototyped.
60% performance is not twice the performance of barely passing 40%. However, it is an interesting concept that still has sealing challenges which will be very difficult to overcome.
When you think about this engine's light weight and performance it would be a great companion to a high-performance hybrid car or SUV. If a rev limiter was used it would remove overheating the 2stroke engine retaining the specified tolerances and protecting seals. Hybrids don't need excess high revs but a constant voltage sufficient to keep generation of current to the batteries. the weight saved would improve efficiency and extend range.
I'll keep my fingers crossed for this engine to make it to market, for this dream to come true. 🤞🤞
Verry interesting. As a hydraulic engineer, I wonder is a tolerance of only 0,1mm is realy close enough to archieve a high efficiency. An effinciency of 60% seems too good to be true, as you also asume.
A very interesting concept, but I wonder how much torque these little things will produce. While each stroke is over 180 degrees, the total amount of airflow looks minimal.
Power is the only important metric here - you get more torque less rpm by gearing. That being said I doubt it will come anywhere close to 160 hp.
Keep the research coming. No advancement emerges without it. It took Edison several thousand failures before a successful electric light bulb came to fruition.
Even if you don't have tip seals, and I am skeptical about a .1mm gap being tight enough, you still need side seals so the friction is still there. They don't mention anything about cooling, there doesn't seem to be much of a water jacket. The high RPM is the only reason they have Hp ratings that high. I bet the torque is pretty low. They are running it with external power also, so will it really idle on it's own yet?
I wonder how the compression and combustion chambers and the rotating valve would be sealed. If liquid lubricant can't be used for the purpose, then the rotating parts might have to be surface-treated with a solid material that can accommodate for thermal expansion, like a wax. The engine is based on a great idea, but it might require materials that don't exist yet or are not suitable for mass production.
I definitely love your videos! I'm from Brazil and I would really appreciate it if you could make a video about the Volkswagen EA827 engine (in Brazil it is known as the AP engine). It is a very famous engine and has been applied to a wide range of automobiles.
Thank you if you can answer.
I owned one AP 1.6 and had it with pointer GTi 11.20 camshaft. The AP will appear in my spanish channel for sure "repman22"
It looks to me like those mating knobs and holes could seal well enough to remove inside contact surfaces all together. What I'm concerned with is cooling the thing and It doesn't look like lubrication is well thought out. I'm not surprised it's spewing oil all over the place in the video, it probably has modulating oil pressure for each cycle or part of the cycle.
Very good idea.
Outstanding
Kind of like a vane pump.
I think this has been tried many times before.
One major problem I see is where the two round rings meet, they have to be tight enough to hold a certain amount of psi which is no problem with new parts, but over time you will have carbon build up just like the top of any piston, but with a normal piston carbon build up on top will not effect the psi because they have rings on the side. This engine will work but I see it losing its psi for combustion fairly quick.
In the footage on the unit on the test bench running, unless that is the starter motor (lol huge) I am 95% confident that it is being driven by the pulley and machine in the background. That being said it was obviously compressing and igniting so hope this one actually turns into something
If performance numbers are not available from the designer then someone could build one and test it. Publish the numbers, that would force the issue. Inquiring minds want to know. Oh, and install it into a vehicle for real world testing! Try a twin engine too!
I like it's simplicity, I doubt it's high efficiency numbers due to small surface erea that actually gathers energy
Good luck sealing that at all temperatures and tolerance changes
Hey Repairman22! can you make a video on the 2JZ :)
Perhaps you would consider doing a twin turbo boxer engine next?
Looks very interesting. I would like to see a vehicle powered by one of these. Horsepower is a bit misleading, I wonder what kind of torque you would get out of something like this and at what rpm would be peak power.
Like all the obvious advantages of simplicity and light weight, but anticipate problems meeting emissions regulations especially during warm up.
Can you imagine a motorcicle with this power engine?
Motorcycles with this and even more power already exist. Even if it turns out to just be 30 pounds, which they haven't proved and I doubt they will, it will still only be a 50-100 pound difference compared to a regular piston engine of same power. Not mcuh of a difference as bike + rider weight maybe 600+ pounds.
Qué capo, metiste IA para hablar en inglés y llegar a más público. Te felicito, la viste entera. Por cierto, me encantan tus videos.
My push mower is about to be LIT
The constant ignition concentrated on only one side of the engine is going to require additional engineering. To overcome expansion.
Just like every other engine?
Not covered was how the gases are sealed while moving from one pair of "rotors" (?) to the other?
well one thing is for sure, this isn't going to work well slammed into a stupid 2 ton quad cab truck. or suv.
but in a small lightweight car this would sound so cool. like this would be so ideal in a 2 seater car the size of an old miata.
Nice! A 4 in 1 stroke engine!
I think it has potential. Let's hope the calculations can be proven correct.
Interesting 😊
Umm can you make a video about Volvo A60 dumper
Adding variable geometry and multi-sensor EMS, as today's most sophisticated engines, will level the playing field of performance and 'opinion' - old git, UK
Looks very promising
Looks like a lot of area to seal ? This would be a hurdle
The one stroke engine is probably the best new engine I have seen even better than liquid piston engines.
It's not really a one stroke engine but that's what they call it if you want to look it up.
imagine the size of the seals on this bad boy. I don’t see it happening on anything beyond dirtbikes that already have expensive titanium engines lol
Great, but what's the efficiency?
How do they prevent misfire while injecting fuel? Because bar means nearly 14 atm and means 14/1 compression. And I think it may cause ignition as diesel engine. Already there is problems to applying hydrogen fuel to gasoline engines because of these problems. And with this 14/1 comression rate it looks like bigger problem.
Seemed great at first, but given how they constantly show their virtual model more than a physical one, it is clear this is probably going nowhere. 😂
Gotta say I agree with @peterkotara! But, what I like about this design is how it is such a unique approach. I understand each of the narrator's "cons" but they're all fixable. Imagine if design had the amount of development current design ICE have had...
I noticed in the working model the engine is connected to a pulley on a CNC lathe. Is the lathe driving the motor or the motor driving the lathe? Why is it pulleyed to the lathe?
First, I thought it was a dynamometer used to measure horsepower. Of course the belt is too small to handle 160 HP. Then, I figured out it was for cranking and starting the engine. (I suppose)
It shall be known as "Seal Eater".
All these rotary like engines have one problem - huge huge seals experiencing huge massive pressures. It's all fun and games until you have to seal a spinning chamber or a large disc shaped rotating object. It all has to do with angular velocity and such which causes differential wear. It's the same reason why rotary engines can only do like 120k km before they need a complete rebuild. Compare it to regular diesel engine block that with basic maintenance will at 1M km likely outlast any of its adjacent components and you know why true "engine revolution" didn't happen since Diesel invented his cycle.
If it works at all, and they can get around what looks like some serious cooling issues, the power curve would make it unusable at lower revs for doing any work and the torque would near useless. Clever though!
Flawed understanding @ 4:43 - the valvetrain is balanced ie spring pressures are equal between cylinders. So for every spring that is opening a valve there is a spring using equal force closing a valve. There is resistance from these cycles, but it is not from spring loading.
Unclear to me why the inlet side isn’t a standard compressor. Maybe there is an efficiency gain by having both sides symmetrical, but it isn’t obvious
The power is proportional to the volume of air displaced. Which in this engine is equal to the rotor prong.
What about carbon buildup on the rotors. Wouldn't this lead to problems?
I looked into this engine quite thoroughly about the time when the prototype was completed and filmed. While the design is impressive for the reasons that are the basis for the claims, the problems may be insurmountable. The stated clearances of .004" are much too loose for adequate sealing yet present dimensional problems using conventional materials. Figuring the original effort would be forced into abandonment, I searched for a set of solutions to the various problems and eventually walked away. Even exotic ceramics fell short. My hat's off to any engineer that can make this engine a marketable reality.
i'm developing an engine that looks like this one but simpler. My problem is exactly how to seal everything and how to keep things oiled. Not easy
Nice.
Seems to me a long narrow combustion chamber would transfer a LOT of heat into the “rotor” housing. Maybe a composite….
But, nothing will replace a big block Chevy going sideways with tires smoking….
Mini one running LPG coupled to generator could give ebike mad range.
From the simulation, the rotors seem to be fully in sync. So, I can't see why they can't touch to form a more complete seal (that oil would not basically complete.) You mention should they touch they would jam, and I can't see how that would occur. Metal expansion? Wouldn't the gears and their attachment simply be modified to handle that slight expansion via mounts? Oh well, guess that is why my specialty is communications/electronics.
Titanium is usually only used in the low pressure stage of a jet engine because the temperature is lower.
"Requires no apex seals"
That's because the entire engine is the apex seal
It's exciting.
Making the rotors into gears would solve two problems....
-No need to use another set of synchronising gears as the rotor itself is the gear
-the rotors can now touch each other
Please comment if i am right....
Go with incronel?
If it succeeds to achieve the proposed efficiencies, it might get success in hypercars.
You forgot to mention, that you can supposedly stack them to get more hp out of them.