why bother with a piston and valves? why not just have continuous combustion, and use the flow of compressed air, via rotating air blades? oh wait that's a jet engine/ gas turbine
Like an small Anodine; pulse jet; engine - that both heats water for steam, & produces thrust, both acting through a steam turbine geared to a triple expansion engine on a closed loop condenser to recover the steam/water that also pre warms the water. ;-)
if one wanted a simplified 4 stroke internal combustion engine one need not look farther than the Wankel rotary. and as much as i love that thng, its got its fair share of problems. some of them, particularly the side seals, this monstrosity borrows.
@@jondepinet i just dont think engines today are really all that complicated, especially 20-30 year ago. Now, they are complicated in the way their VVT systems and emissions work but a regular old pushrod or overhead cam engine to me is pretty straight forward. I may be wrong but even including the wankel (which i dont have any problems with except durability amd efficiency, i think theyre a novel idea if those issues were addressed) i think we've nearly perfected the combustion engine. I dont see how we would be able to get much more power and efficiency than a 200 hp engine getting 40+ mpg and having a comfortable 200,000+ mile service range (Toyota). I know i sound ignorant, and i love seeing what new technology has to offer, but i think the internal combustion engine is just about perfect. I dont think we will improve all that much in the design department. But i might be wrong, and if i am, i cant wait to see it!
@@ericchapman8956 i agree, i think we've reached some kind of endgame with reciprocating engines. on one hand some brands have been experimenting with undersized piston rings to reduce drag at the expense of added oil consumption to keep meeting and exceeding fuel economy and horsepower standards, but thats been biting brands in the ass as far as i can tell. VAGs 2.0 TFSIs did this between 2011 and 2014 iirc. for example. on the other we are still getting some interesting innovations but like you said it seems to be limited to the valvetrain. Fiats MultiAir is an interesting system, as is Koenigseggs freevalve.
That's the spirit! Stomp innovation into the ground before it has any chance to proove itself. Why have we become so negative against anything deviating from old procedures? Sure it is a complex mechanism but that is no reason to not at least try, fail and subsequently inspire new technology... Let that sink in
@@l.merbecks8144 I do believe I had started this thread with an expression of gratefulness. ;) The "try, fail, and subsequently inspire" is exactly the process that got us the simple engines that we have. I suppose we could go back and revisit giant flapping umbrellas too, in an attempt at new innovation in aircraft.
@@dansw0rkshop My deepest apologies I didn’t catch that. But I stick to my opinion: “Sometimes we need to step back to see new opportunities” What if -even though current IC engines are beautifully simple and quite efficient- there’s a better way which needs a completely bold approach? Anyway, have a nice day! :)
I gotta agree with @@zombine555. We are familiar with our current ICE's, so obviously this will seem "overcomplicated". It would be a lot "simpler" if it was kept to only 3 valves, but that wasn't the final design. It's actually pretty impressive.
gas turbines need exotic materials at least in the bearings and lots of rpm to work... theyre very fuel and air hungry ask chrysler about putting them in cars😂. also idk if their exhausts can be be filtered very well. idk exactly how effective cats are but i like to think we use them for a reason .. i do know the rotary's weakness is how much it relies on wierd shaped seals to control hot gasses. the crazy shaped combustion chamber didn't help and it compounded the heating issue... all those issues would plague this "engine"... 2 stroke deisels get primary compression from a screw blower this thing would rely totally on boost for compression lol it wouldn't even start without a leaf blower...😂 speaking of turbines. for real tho gas turbines have their place this doesn't...
@@typhoon1575 "gas turbines have their place and this idea doesn't"... what i was getting at is the reason an idea like is so tempting is cuz it would have advantages of a piston engine: sealed "power stroke", low rpm torque, shouldn't need exotic materials, controllable exhaust/noise..etc... without imbalance and other wierd stuff pistons do.. this was just some guy who thought he was the first to think of an internal combustion water wheel 😂 and clearly doesn't know that fast moving metal parts need lube🙄.. rotary valve piston engines(2 and 4 stroke) were a thing along with cylindrical valves and they sucked even with proper lubrication.. also i'm pretty sure the gas powered water wheel was patented by wankel🤣 those were plagued by sealing, heating and lube problems this would be 10x worse along with the whacky gyroscopic effects like a rotary crankcase engine but none of the self cooling lol it would spray oil everywhere tho just like a ww1 era plane lol
@@ianbuilds7712 Actually gas turbines don't use exotic alloys in the bearings. Those are cooled by oil and therefore don't need to be. The blades in the hot section are where the expensive alloys are used. There would be no issues using a catalytic converter, it would just need to be sized for the flow rate. They are not used in cars because they are less efficient. They also don't have great response times, and would require more complex transmissions due to the high speeds. The would probably be better in an electric hybrid, coupled to a generator. Despite the lower efficiency, they are used in aircraft due to a huge power to weight ratio. As for this design. It would not work, practically. Sealing it would be nearly impossible, if you did manage to enough to get in to run, it would not be for very long. Lubrication is an issue too. Thermal expansion would be uneven causing the seals to open up around the heated sections. The piston would be hard to seal with the walls expanding unevenly. It is a good thought experiment at best.
This is a seal nightmare. Piston/toroid seal and the associated friction would be crazy. And how you intend to achieve the pressures of an inexistent compression stage? The turbo by itself can't deliver that high pressure. This might work if you consider an external combustion chamber to deliver the already combusted mixture to the «explosion» stage. Again, working with high pressure gases needs excelent seals. And you have so many valves to put seals. Nice concept, though!
Yeah I thought the exact same thing tbh. without an external combustion chambers and exhaust chambers it will not work. Not to mention the laws of inertia causing it to warp scoring the bore losing compression
This is all theoretical. The motor wil not even produce 2% of the power of a IC engine, all the gases will leak from the gap. And running a oil film on it is a real nightmare.
@@UltraGamma25 No, the frictional losses would significantly reduce the lifespan of this already unserviceable design and it would cause a scarily low power output. Exactly what BMW is looking for.
let me know when you have a working model of this, because it's impossible. I'd also like to point out that those gears will need lubrication, as all gears do, to remain efficient and not wear prematurely.
@@mxs4193 sealing of the slid in the toroidal cylinder, sealing of all the valves, lubrication of all the gliding parts in this construction, sheer size of the whole thing, incredible mechanical complexity... Shall I go on? At the point he's at, he might just use a turboshaft engine...
@@mxs4193 What makes it impossible is also the fact that pistons are not compressing the air fuel mixture, but using a turbocharger for the compression. And thing is, turbo chargers barely reach boost pressures upto 5 bar (normal use), while engines reach pressures of 20ish bars, just in petrol engine.
Hey I suppose he's just looking into an interesting "out-of-the-box" way of approaching a problem. It's far from ideal but it's very interesting. Is'nt that what science is about, asking the questions an seeing what happens, even if it is just theoretical?
@@morgadoapi4431 And if it was described as "far from ideal but an interesting thing to consider" I'd have no problem with it. I'm not saying this engine couldn't work, or that it's a stupid idea, or that you can't improve on reciprocating piston engines. I'm saying this video claims higher thermal efficiency than a reciprocating engine and that claim is definitely totally false. The captions clearly state "higher thermal efficiency" which is totally untrue with no compression stroke, because higher compression == higher thermal efficiency. A generic car diesel engine compresses the mixture 20:1, and that's after a turbocharger increases intake pressure. This design could never achieve that compression ratio.
@@PKMartin seem like you missed part of the video. There is a continuous power stroke. The fuel/air mixer is continuously provided and ignited. The valves just close after the position goes through to help keep pressure up. Exhaust gases are exhausted from in front of the position through the ring. You can see it after the fuel and air pipes are added. Watch again and read, don't throw it out the window until you at least understand where he's trying to go. Yes there are more than a few problems. But point to any engine that did at least have some when starting. 4-strokes had poor power to weight. We're heavy, had oil burn that would ask the us to invade and slow. Turbines and jet turbines were unreliable hard to keep going and even hard to make thrust from. Heck steam engines were a mess when they were first invented
@@cailco100 seems like you missed part of my comment. I never said there's no power stroke, I said there is no compression beyond the turbocharger - at no point is the piston moving towards the mixture. The theoretical efficiency of an Otto or Diesel cycle engine is limited by the compression ratio, which for this engine design is much lower than a reciprocating engine so the thermal efficiency will always be worse. en.wikipedia.org/wiki/Thermal_efficiency Saying "petrol engines used to be bad" does not automatically mean this design will become amazing - this engine will always have poor thermal efficiency because of its design, but you need to understand some thermodynamics to appreciate why. It's ingenious and I appreciate the simplicity, but the claim of high thermal efficiency is absolutely wrong.
@@PKMartin exactly, well said, not sure how many more times Calico wants to get wrecked, but, if all of the valves are evenly spaced and alternate states after a piston travels through them, then there is maximum 2x compression of the current mixture. Even cars that run high boost pressures, like mine, need at least 10-ish:1 compression and spark to ignite pump gas. Also not clear that evacuating the exhaust gasses is efficient at all, the lateral load on the piston seal from centrifugal force would be immense, and it would be pulling a vacuum to get air in so even at 2:1 compression it’s likely barely above atmospheric in practice. Hope this guy got top marks for the animation though it’s pretty slick, but thumbs down for the ridiculous claims.
48 gears, 12 unbalanced rotating wheels, a piston that needs to cross 12 gaps, 2 rotating lines going in, all that before even hitting a gear box. This thing is going to blow up.
you could make the rotating lines not rotate by having the torus rotate and have the pistons be stationary, but that would make the cooling system suck more.
Hey I suppose he's just looking into an interesting "out-of-the-box" way of approaching a problem. It's far from ideal but it's very interesting. Is'nt that what science is about, asking the questions an seeing what happens, even if it is just theoretical?
Congratulations! None of the benefits of a rotary engine, along with none of the manufacturability, along with the fact that it will have to burn it's own lubricating oil.
@@NotGabeAgainyeah, i've been wondering how the combustion even starts, as well as how you hook up the fuel lines externally, i would've understood if there were injectors in between thevalves at certain intervals
Well, while a nice concept, I can immediately see that there would be a tremendous amount of friction pretty much everywhere. I don't see anything that good in this, but hey, it's another way of looking at things!
Amazing ingenuity, even if it may be mechanically complex and may not be plausible for actual use, good work none the less! It is easy to point out flaws and easily dismiss implausible ideas but I see real creativity and out of the box thinking here. Obviously a lot of time and effort went into this and I appreciate it!
Imma tell you right now: as a mechanical engineer, if you show up to a machine shop with the blueprints to that torus, you're gunna get punched in the face by the machinist.
... than an RBMK nuclear reactor, yes. But a four-stroke Otto-engine is much simpler than this, not mentioning a two-stroke one. Imagine solving the sealing issues on this contraption. Since it can burn small amounts of fuel only, it can barely be efficient enough to overpower the friction caused by the seals. And there are gears too. Plus a turbo that can't produce enough pressure to fill the combustion chambers on low RPMs. There are many other issues with this thing, it's not an accidental thing that the conception couldn't make it to the factories.
There's obvious reasons why this isn't common place, but i like that you went through the effort of explaining your idea. Thanks for that it was quiite interesting actually :)
It's things like this that make me wish I had the resources to just try and make something like this work, regardless of efficiency, just to see it work
this is something i was also wondering, once the "valve" closes behind the "piston" the pressure of the air between said valve and piston would decrease not increase, resulting in no compression. or have I missed something all together? an incredibly creative design nevertheless :)
I know, but you still thinking of it in an old cliche of reciprocating IC engines. The chamber is already filled with exhaust gases and its under high pressure while piston supplies more fuel and air to increase pressure further in order to continue its movement away from valve until it passes through next valve.
you don't ignite exhaust gases??? you compress the air and introduce a fuel and an an ignition source (spark plug), or in the case of diesels you have intense air compression wich in turn gives you the heat to also ignite the introduces diesel fuel?
Start the video with bad point for conventional motors like "heavy/complex construction/many moving parts/..." Show a model with over 9000 gaers and small parts added to ultra complex sealing ... What is improved ?
I like to see these alternative ideas being thrown around, even if they are less effective, they almost always have atleast one advantage. For instance I just saw an alternative jet design that although less efficient then axial jet engine would be way easier to build in your own garage. What I hate is when people point out all flaws of conventional design, point out all advantages of their design... while ignoring all the advantages that conventional design has over their design.
And what ? you can throw a video pointing out all the bads from conventional design and 10s later show the a new idea to make it even more complexe ... Maybe it can be good for a special application. Not to simplify an existing design
It's very easy to criticise a lot of aspects of this, but if nobody tried to dream of crazy things anymore, technology would be nowhere. So I applaud the effort you put in the concept!
Nice idea! You have to show it to the Ogdenville, Brockway, or North Haverbrook universities for further research and development. They will be really interested, they are now on the map!
If they could stack these like motors, say 3 or 4, maybe it could produce as much horsepower as approximately a coyote 5.0 at best, maybe 300-350bhp is a more reasonable number. Although it’s a complex design, hopefully it’ll be a much more lightweight platform at roughly the same size. I know that rotary engines make phenomenal horsepower for their displacement but maybe this engine design can produce more torque over the rotary?
@Gar Gar You know? It might be fun to try and come with something like this and see if it is stackable and see how it cranks up the torque with each stack. I dunno... just something that popped into my head. Maybe I'll go out and buy me a 3D printer!!! Ha!
@@76629online That's a really shitty thing to say. The idea itself is certainly questionable but the design effort itself is not. Every inventor, designer has some really bizarre and totally impossible designs. Without imagination and the willingness to try we would not advance.
@@76629online someone out there trying to improve the world... then there’s you. Natural selection shouldn’t have selected you... but the abortion doctor should’ve.
I really like your design. Sure, it won't work as presented, but it is an excellent example of what is needed in a Toroidal design, constant motion, no cat and mouse piston movements and constant leverage. I have referred to this video many times to inspire these three design goals, no other video has so held my attention. I have now completed a design which I believe solves all of the problems I have seen in the numerous Toroidal engines presented on the web. Yours is the video that sold me on the basic toroidal concept. Thank you for your efforts!
Curious as to how you plan to seal the engine? Lubrication? Piston RIngs? I feel like this would suffer from the same sealing problems as a Wankel rotary engine.
If using a purely magnetic engine seals are unnessasary since you would only need another field to act as such, oil or fluids are unnessasary and this thing looks way over complicated since magnetic engines are very simple and powerful, so much completely unnessasary bs on this thing. Also a magnetic engine needs only a hand ful of parts and all pieces are completely interchangeable like legos
it would have to have labyrinth-like seals like in a turbine or compressor. it could seal. i suspect there would have to be a disc bolted onto the rotor ring, on either sides. so each face of the rotor ring will form a sandwich, with the rotor ring, the toroid body between and the bolted disc.. my main concern is with the spreading/flaring of the gap in the toroid body for the rotor ring. in industrial designs, they would just make it thick enough that it would be very rigid... but i suspect my added bolted disc will help clamp the toroid in..
Very cool invention , dont listen to people who talk bad about your ideas , they cant invent any thing at all , they have no ideas and they cannot solve creative problems like you can . Great video
Awesome. Combine this with continuous burning to generate pressure... and it will work like a turbine. Inject 1 part air into the burn chamber, let the "flame" expand it 1000 times. A small diameter pump "injecting" air into the burner. A large diameter pump using the "exhaust" to rotate the main shaft. It becomes like a "high pressure turbine" or "low RPM turbine. The large radius wheel always has higher torque, to push a small amount of high pressure air into the burner... A high pressure, closed loop, continuous burning engine. Awesome. I found your video after having exactly the same idea as you have - "gates" closing behind the piston, and gates opening in front of the piston. Rotating gates - to keep it simple. Continuous drive, maximum torque, extremely efficient fuel burning, minimal heat loss... You got my support on it, for what that's worth.
high amount of oil consumption,unreliable,efficiency would b a greater issue as engine would stress up more under load,complexity involving maintainence,and actual power will be tested to limits, not criticising,you made an great effort to create something new,but just the factors which will be most invovled.
Nice thinking out of the box👍 Tip: use 1 gear exchange to a flex shaft to all valves. You remove 33 gears 66 bearings and add one shaft. I bet all your gears sound pretty wicked behind the quick fire exhaust tho😁
I see a lot of people being rude in the comments who are clearly not engineers. This is a fun concept that although certianly will have flaws that any individual can point out is still impressive. An important part of the engineering design process is that while brainstorming there are no bad ideas. This is an idea and it's a unique interesting one. I personally would love to see if it could actually function. I wouldn't expect it to work perfectly and a giant spinning wheel full of inertia as an engine might be kinda a death trap, but you never know. Maybe there is some other great way to make a combustion engine that is yet to be designed. Coming up with anything is a start and is commendable.
Hate to see what happens to that thing when one of those gears loses a tooth and the piston hits a closed valve... Well... actually I'd love to see it. I do love me some chaos and explosions. :)
Or if even the teeth on the gears wear down some, throwing the timing off. The valve openings would have to be oversized to compensate for thermal expansion and eventual valve train wear which can only lead to further loss of compression in an already low compression system (once the engine gets really moving, pumping precompressed air in won't be enough and this absolutely won't work with diesel)
Lots of people are talking sh*t but I think it's a nice idea, even if it will never become feasible and if it has design flaws like the seal and the friction it'd give out, there's little compression etc. I appreciate that you took the time to design it, you're gonna inspire somebody with your idea that's for sure
I see a lot of sealing problems. Maybe it would be easier, to let three little jet engines rotate around a hub. That would give us a nice rotating motor.
Regular Jet engines would work better in this configuration as they do not need to spin at such a high rate to keep thrust and they would be fine with the g-load as many have been developed for aircraft to handle these kinds of stress. The issues with ramjets is they must have an intake air speed of at least mach 1 to be anywhere near thrust producing and even then any engine in this configuration (baring a rocket engine) would be pulling in the exhaust gases of the previous engine into the intake. The exhaust gases in the intake would cause compressor surges in a regular turbine engine and both turbines and ramjets would be starved for oxygen. The thermal efficiency of the ramjet would also be shit because it works on pulling in colder denser air to heat by burning fuel to get the air to expand. Fuel can only heat the air to be so hot and anymore fuel added does not cause an increase in thrust. This is why at higher speeds than about mach 5 ramjets start to shut down. The friction of the air hitting the inlet heats the air above what they can burn fuel to heat it. TLDR: Any jet engine (rocket, turbine, or ramjet) is almost utterly useless in a circle because of practical reasons. Just use the compressor shaft of a regular turbine engine. It makes more than enough horsepower to suit your needs.
That's similar to the experimental "tip jet" helicopters, which used small ramjets at the rotor blades' tips (hence the name, I know, dir!), in order to do away with the normal associated problem of torque produced by spinning the main rotor mechanically, therefore a tail rotor is no longer required. But I don't know if this configuration has ever been attempted to be used as an engine. Interesting!🤔
Everyone is criticizing this, but it's an entirely unique and original engine design. Sure, it's complicated, but you have to admire the creativity and intellect required to create something this complex. Personally, I'd love to see an actual working prototype of something like this. Whether it offers any particular advantages over a traditional IC engine or not, it would be cool just to see it working. Mechanical watches don't have many advantages over quartz, but we're still making those!
Talk about moving parts and wear, no lubrication, no rings for compression (lots of losses), heat causes expansion so ur gonna have to plan for that too.
As I think about this I keep running back to a gas turborotor engine... continuous compression -> continuous combustion -> contiunous expansion driving a load (and the compressor). To my mind, the power is derived almost identically to a turbine, but a turbine is mechanically simpler, basically consisting of a number of concentric shafts, one or more connecting the compressor stages to their drive impeller, and one connecting the output impeller to the drive shaft in the case of a fan or rotor. Air enters the intake and is compressed to the combustion chamber where fuel is introduced and the expanding gases move past the impellers before exiting the exhaust. Some problems I see are: No provisions for lubrication are given in this design, add an oil pump to the parasitic load along with the blower, cooling fans and valve gearing, which all reduce output. Those valves seem like they would be difficult to seal _reliably_ against the moving rotor, so does the exhaust. I don't think a blower would provide adequate compression on exhaust alone. And finally this design seems like it would difficult to start, everything would need to be spun up on external power to high RPM to get static pressure (also like a gas turbine) It's a really creative design and an interesting thought experiment.
I was working on a similar system and I THINK his handling of the combustion pressure and valve timing are terrible but there are ways to overcome them not by using gears but what some companies are doing.
The reason why there’s no prototype is because the prototype would prove that the design doesn’t work. This thing would struggle to create power let alone power a car. Heck, a push lawnmower has more power than that.
Just give me all gears you have. Wait, wait. I'm worried what you just heard was, "Give me a lot of gears." What I said was, "Give me all the gears you have." Do you understand?
Too much hate by the commenters! No, it wouldn't really work in real life, most likely, but it's a very, very interesting idea and an amazing animation! I really enjoyed watching it. Thank you!
One simple question: How much money would it cost to engineer and produce these at high volumes? I work with aircraft engine parts (turbine) and regularly visit many aeronautical factories and shops in New England. The tolerances involved in your design in fact require a level of precision beyond the realm of consumer use. The cost of machine work to get the rotational section with pistons sealed against the stator ring would make the basic components of the design too expensive for mass production. The stator ring would also need to be made in two halves, requiring many fasteners around the inner and outer circumference, so that the rotor section could be installed. How would the inner circumference of the stator be secured half-to-half with the need for the rotor between them? Would the pressure of the compressed area between piston and valve when closed exceed the integrity of the gap between both stator halves? In my opinion, the stator halves would need to be quite thick to prevent the gap increasing under load. Or, a robust framework would need to be installed to help keep both halves true and square. Either way, more complexity and more parts required, adding weight and cost. The geared valve timing would also need to go, replaced with shafts, rings and pinions. Or add a timing belt or chain. I really do think this design is impressive and unique. Please don't let me be a damper to your creativity! I'm just telling you from knowing what it takes to actually produce finely machined products, it's very expensive and prohibitive for mass marketing and usually this sort of technology ends up in commercial or military use, which would place your engine design not in competition with car engines or other reciprocating engines, but instead would make your engine design compete against turbines, and let's just say you have about 100 years less experience (and .00001% of the cash flow) than a company like Rolls Royce, General Electric, or Pratt and Whitney. They all are now producing gas turbines with unheard of efficiency and the costs have been reduced by metal 3d printing and other new technologies. Even so, the impressive amount of effort that goes into each one to ensure it doesn't self destruct is eye-opening in my experience. Tolerances are made to exacting specifications and these engines turn thousands of rpm's for hours at a stretch and just cannot fail. Maybe you would be better served using some of what you have created here, some of the principles- and go back to the drawing board, and simplify this idea! Make it foolproof to machine and construct. THEN you're onto something big!
whatmakesittick this is very well put. I think you nailed a lot of my objections on the head. I'd still be interested in seeing a working version. I can see this as an adjustable efficiency engine by skipping valve closings.
+Whatmakesittick - in addition to your engineering and production considerations and in spite of its truly impressive originality this is still an Otto cycle engine. If you can find a way to beat the laws of physics then ... +Farrukh - don't let the knockers kill your creativity - humankind needs thinkers like you
This is extremely clever. I see only a few problems that can be worked around, for example as many people have stated before the lack of a compression stroke and lubrication, as well as pressures and vibration would be very difficult to manage. I propose, and while I realize this would remove the non reciprocal aspect, utilizing the pistons forward momentum to create it’s own compression through velocity. Theoretically, this could allow for greater and greater speeds, given that your cylinder is potentially infinitely long. You could have a compression stroke that lasts for four full rotations if your velocity and durability allow. You could also use this to inject even more fuel air mix into the cylinder prior to the compression. I’d think it would need to start out in a rocking back and forth motion, starting slowly with low compression. So, tackling this issue at a time, I propose this type of operation. Start the piston as a reciprocal, back and forth between two valves. We could control these via solenoid or electromagnetically clutched pulleys for the timing gears. (There’s probably some kind of mechanical way but for ease’s sake let’s use electrical.) The back and forth motion would allow us to build up compression until a threshold where the piston would reach a maximum velocity. At this point we open a valve and let it travel across a longer cylinder. We can then add more fuel/air mix, allowing heavier compression and a longer stroke. Now, for lubrication. What’s stopping us from running oil through the piston itself? Same with cooling, we can bore out the flywheel and run three lines, coolant, oil, and return coolant. For the oil, just use piston rings. Four(ish) rings, two sets on either side. The compression ring, the oil control ring, and two on the other side. Two oil control rings on a single cylinder, allows for no third ring(theoretically). Coolant runs through the piston, oil is controlled, and centrifugal force allows for an easier load on an oil pump. Finally, balancing. With the single piston you’d end up with a ton of vibration and balancing it would be near impossible without use of a counter weight. Simple solution, add a second cylinder at the apoapsis of the flywheel. Since we’re using valves anyway, this could potentially allow for still infinite cylinder length, but also if our valves don’t shift exactly as we need them to there’s no fuel/air wasted. It just preloads the second pistons return stroke more. If this is consistent there’s no issue, and it can be accounted for. In all likelihood, there’s probably a better way to do the valves. And managing exhaust would be a bit challenging, less you wanted to make it a classic four stroke and use the valve “float” (what I’m calling the gap between sealed and open) to vent exhaust gasses. I haven’t thought of a good way to inject fuel, and the best way I’ve thought of a spark plug is mounted in the cylinder head, but again, there’s probably a lot better of ways. Needing to rebuild the whole engine to do your spark plugs seems like a bad plan. Clearly there is much to think about, but there’s my three cents.
Looks like it might work, but it definitely looks like it would have a very very limited speed range, and it looks like it would be trial and error every time you tried to run it, especially if it were under any kind of load.
I'm not convinced but it's unique and I found it interesting. I applaud the out-of-the-box thinking here and wish more of the commenters would. When you get an idea you should see where it takes you.
Just one of those gears fails with the valve closed and the whole thing will self-destruct. Not to mention how does it ignite the mixture? Or compress it properly?
he thinks you can just supply compressed air by turbo, which you cant. or... you can, but then you would be better off just burning the fuel in a box and harnessing the power with the turbo itsself, making a jet
When I made this presentation in 2011 the idea was very raw, unchecked, unproven, without any calculations and computer simulations. Just a hypothesis. But now, when I've finished the 7th version of the engine I could prove all theoretical parts of the problem. The mechanical part is totally different from what is shown here. I could make it even more simpler. The hot part of the engine, that is, engine thermodynamics has been proven by making simulations in ANSYS Fluent. Continuous combustion in a closed chamber with moving piston was too problematic in my early CFD simulations causing backflow of exhaust gases into air inlet ports, but I could solve those problems too. Engine efficiency is at level of modern IC engines. But I think it is possible to achieve better results by making some optimization.
+Farrukh Sheraliyev I understand how this design could be made to work and I see that it has been asked, "How do you seal the valves", I know a way that this could be easily achieved but I won't mention how to do this here. The problem of how to achieve compression is also easily solvable and if you would like some help with the redesign of this innovative concept I am willing to help.
similar concept to sleeve-valve engines of the 30's. Too much friction and gunks up with use..better fuels these days? It might work...missed the lubrication part?
It’s not as complex as it looks. He just goes into more detail of the engine, and at the same level of detail the ordinary piston engine would look just as complex.
If you got rid of all the complex stuff, ie EVERYTHING except the turbo and then connect it to a combustion chamber and feed it fuel air and ignition, once the turbo spools up it will keep itself going and more fuel = more power.
I had this exact idea in 2005, the holy grail of a positive displacement piston engine without wasteful reciprocation. came to same conclusions. Cred to the boy for making the nice model. But sealing and friction. Lad doesnt even have compression in it, thinks a turbo could do that.
WOW this looks heavy. And the fact that the fuel/air mixture is only compressed by a turbo pump and is only ever in a state of expansion in the computation chamber is exactly why this hasn’t ever been used. Plus all those moving parts omg. Just give me a twin spool turbofan. All the efficiency!
Nice animation , nice idea. But suppose the sealing problem can be solved, I see that in case any of the parts fails, this wil cause catastrophic structural damage to the whole mechanism..
Anyone consider the gyroscopic aspect of this engine on motions of the vehicle? Then the bearings for 60~ish gears and discs. How would this install into an engine bay, under a hood, etc? Seems those discs, in red, would soot up from the combustion and become a problem.
It could install horizontally. With the insane love affair with SUVs, it could go under the floor (Americans brought Hummers and MacDonalds in droves, so they'll buy anything). The other issues will kill it before that does.
Not even plausible. The gear sets for the valve would fail easily and the valves themselves would be warping each time there is combustion. I played with a valve design like that and all the engineers I asked said that that would be the first failure point. Nevermind the lack of lubrication or how to machine such a piston
Looks like a really good idea. Wont pass emissions. How do you oil it? Oil in fuel? Or oil injection as a lubrication consumption system similar to a rotary engine? Also, without a compression stroke, how do you improve efficiency? That is the main drawback with wankels rotary after all, huge performance, terrible efficiency. Using a turbocharger in place of a compression stroke will work but the pressure needed will need a hell of a strong and super air tight setup.
Thanks a lot for the huge amount of work that must have gone into this. The sealing of the disk valves alone would make this a very advanced design to stay reliable, but also their operation does bring some major complexity. Round ports would work better. Nice try though to overcome reciprocation.
No energy wasted in reciprocating a mass back and forth, speeding up, slowing down, reversing, etc. problem is that it wont seal up at all and has way too much friction, besides has no compression.
The difficulty will be obtaining a proper seal with such large surface areas. There is a lot of connections where the compressed gasses will evacuate the chamber - that's the difficult part, but I encourage you for you unorthodox thinking. Keep going, you may eventually solve it. Bravo on the concept.
One of the advantages of the current reciprocating engines is that valvetrain failure doesn't fully destroy every vital part of the engine and sharply stop rotation like it would for this toroidal engine.
Even if you could get this to work, you're way too late. The electric motor is 95% efficient with very few parts. Battery prices will drop in half over the next 3-5 years while range will increase by 50%. Current ICEs are about 25% efficient at the wheel.
You might want to do some reading at the US Dept. of Transportaion. But here is a graph to help you. www.google.com/imgres?imgurl=i.stack.imgur.com/uGERX.png&imgrefurl=physics.stackexchange.com/questions/46113/why-is-an-electric-motor-more-efficient-at-higher-loads&h=540&w=762&tbnid=xwKOy5BIxEEcwM:&tbnh=149&tbnw=211&usg=__QMXiuNPgyfEjPEpb86BuyXCyzmA%3D&vet=10ahUKEwjz8OrotPvYAhUDbawKHbleD2EQ9QEILTAA..i&docid=GgS-x4xUAugrfM&sa=X&ved=0ahUKEwjz8OrotPvYAhUDbawKHbleD2EQ9QEILTAA
Since you can't read. I will post the official Dept. Of Transportation. The graph comes from there. Apparently the Dept. of Transportation disagrees with you. energy.gov/sites/prod/files/2014/04/f15/10097517.pdf
Congrats on winning the pedantic ass award. You can't seem to understand the point of the post. Which was that ICE engines are no where near as efficient as electric motors.
Felix Su you could have simply said youre right but the electric motor is currently more efficient. However I feel the ICE is very much handicapped by current regulations put on them on top of much regulation for the resources to run them, and they still perform. All great performers.
@@susie3702 I couldn't even click the pause button fast enough!!!! You don't know it's coming and by the time you shift your focus, it's gone!!!! He would fail if it were my class for this very reason!!!!!
This takes the idea of an interference engine to the next level. Edit: Also, that turbo is not going to be able to produce enough pressure to make this fuel efficient. It is an interesting concept, however the infamous rotary engine may end up with better gas millage due to getting higher compression.
Hey I suppose he's just looking into an interesting "out-of-the-box" way of approaching a problem. It's far from ideal but it's very interesting. Is'nt that what science is about, asking the questions an seeing what happens, even if it is just theoretical?
Very interesting idea, and unusually well fleshed out for this sort of thing I think. Gonna have a lot of resistance from that many gears, not to mention skin drag since I assume the piston will rub directly on the stator, also causing galling and high wear probably
I had a very similar design a lot of years ago but mine was designed as an explosion motor. I saw your design was a continuous fuel injection and burning design, much like a jet engine. I think that might be a problem concerning performance with lots of fuel being lots to the exhaust system and power losses on certain cycles. Still I'm impressed on how close our ideas are close.
A starter can turn the engine, but that is not going to spool the large turbo's needed to make this thing work. Only way I can see to start it is with air. Either you'd need a large tank of compressed air to spool the turbo and start the rotor moving, or a powerful electric supercharger to do the same.
See the difference between hate and fact based critique. I've seen quite a lot of the latter here. Yeah, thinking outside the box is great, as long as that's the right box for what you're trying to improve. I mean, sure, you can ignore the box of "a combustion engine", but you should still follow the basic mechanics to find solutions that are actually better in some way. There are great bizarre designs out of the box that could be a great improvement according to science, and then there are designs such as this, that could be a great improvement according to imagination.
No turbocharger can compress air to the level needed for detonation, the largest and fastest-spinning automotive turbos produce in the whereabouts of 100psi in a one-off diesel drag truck. The most seen in a non-diesel is about 40psi. compression in a modern naturally aspirated engine (about 10:1) provides about 147psi depending on your altitude. Considering that the turbo would have to be feeding air behind the piston for this design, the pressure would be dropping at the same rate that the space between the piston and valve increases. There is no turbocharger that can provide the pressure of a compression stroke, specially not one that can move that much air into an *increasing* chamber. I like when people think outside the box, but when an idea doesn't work, it just doesn't. If you try to develop an impossible design, physics won't just let it slide because everything else about it works and you've put *so much* effort into it.
A pump similar to what is used on a merlin engine would provide more than ample compression but that also adds another layer of complexity and additional seal requirements. It is evident thr engineer put significant thought and effort into this design but I struggle to believe it would pass a simple cost benefit analysis.
I can see six major problems with this: 1) Seals. If you look at a conventional IC engine the length of seals is relatively small in relation to the volume. Eg, the sliding seals on the piston and the valve seals - not huge. In this design, huge amount of seal length, and that will probably undo it. 2) Friction - huge areas of friction, which will overwhelm the power produced. 3) complex shape of high-precision areas = ridiculously expensive to make. The hollow toroid, especially your non-circular version, would be much more expensive to make than boring a straight, circular hole in a cast block as in conventional IC engines. The fact that the engine block has to be both precision and very stiff to avoid flexing is a killer for this design. 4) Compression. If all the compression is being done by the turbo, as in a jet engine, then it is likely that a jet engine would be both more compact and less expensive for the same amount of power produced. 5) Reliability. The complexity and awkward shape will make it unreliable. Look at the trouble companies such as NSU and Mazda have had getting rotary engines to be reliable - which are very compact for the amount of power they produce and much simpler 6) Power V size, power V cost. I love fuel-efficient engines and I love making IC engines more fuel efficient. But even if this is more fuel-efficient for the amount of power produced, once all the friction and sealing issues have been resolved, there is virtually no market segment that would go for it. It would be too expensive for the amount of power produced and too big for the amount of power produced to be used in a moving vehicle. But I commend you on the effort you put into thinking about it and demonstrating. Keep going, but remember the maxim of the retired mechanical engineer father: Rugged simplicity. At the end of the day, reliability turns out to be one of the most important qualities a mechanical device can have.
why bother with a piston and valves? why not just have continuous combustion, and use the flow of compressed air, via rotating air blades? oh wait that's a jet engine/ gas turbine
Came here looking for this comment.
@@timmeister6721 oh hey, i just posted that a few hours ago too, apparently youtube is recommending this video today
Like an small Anodine; pulse jet; engine - that both heats water for steam, & produces thrust, both acting through a steam turbine geared to a triple expansion engine on a closed loop condenser to recover the steam/water that also pre warms the water. ;-)
Rotary
@@sharcc2511 you are the smartest one so far
Sometimes thinking outside the box solves otherwise intractable problems. Other times it's a great reminder of why we have a box.
I love this.
And so do I
Did you come up with this?
Yes all those seals on the sliding exhaust and intake, it'll be leaking ands spraying everywhere.
*Calls ordinary engines overly complex*
*Designs engine with 36 gear timing mechanism*
if one wanted a simplified 4 stroke internal combustion engine one need not look farther than the Wankel rotary. and as much as i love that thng, its got its fair share of problems. some of them, particularly the side seals, this monstrosity borrows.
@@jondepinet i just dont think engines today are really all that complicated, especially 20-30 year ago. Now, they are complicated in the way their VVT systems and emissions work but a regular old pushrod or overhead cam engine to me is pretty straight forward. I may be wrong but even including the wankel (which i dont have any problems with except durability amd efficiency, i think theyre a novel idea if those issues were addressed) i think we've nearly perfected the combustion engine. I dont see how we would be able to get much more power and efficiency than a 200 hp engine getting 40+ mpg and having a comfortable 200,000+ mile service range (Toyota). I know i sound ignorant, and i love seeing what new technology has to offer, but i think the internal combustion engine is just about perfect. I dont think we will improve all that much in the design department. But i might be wrong, and if i am, i cant wait to see it!
@@ericchapman8956 i agree, i think we've reached some kind of endgame with reciprocating engines. on one hand some brands have been experimenting with undersized piston rings to reduce drag at the expense of added oil consumption to keep meeting and exceeding fuel economy and horsepower standards, but thats been biting brands in the ass as far as i can tell. VAGs 2.0 TFSIs did this between 2011 and 2014 iirc. for example.
on the other we are still getting some interesting innovations but like you said it seems to be limited to the valvetrain. Fiats MultiAir is an interesting system, as is Koenigseggs freevalve.
@@ericchapman8956 Eric - aren't 4 strokes less than 25% mechanically and thermally efficient ?
That's a long way from "perfect"
@@NCOGNTO as perfect as they're probably going to get. Read.
Thanks for demonstrating the beautiful simplicity of existing 4-stroke reciprocating engines. :)
Ikr?
Wait till you hear about the one with half the strokes! :)
That's the spirit! Stomp innovation into the ground before it has any chance to proove itself. Why have we become so negative against anything deviating from old procedures? Sure it is a complex mechanism but that is no reason to not at least try, fail and subsequently inspire new technology...
Let that sink in
@@l.merbecks8144 I do believe I had started this thread with an expression of gratefulness. ;) The "try, fail, and subsequently inspire" is exactly the process that got us the simple engines that we have. I suppose we could go back and revisit giant flapping umbrellas too, in an attempt at new innovation in aircraft.
@@dansw0rkshop My deepest apologies I didn’t catch that. But I stick to my opinion: “Sometimes we need to step back to see new opportunities” What if -even though current IC engines are beautifully simple and quite efficient- there’s a better way which needs a completely bold approach?
Anyway, have a nice day! :)
The final assembly of this thing makes my car’s engine look pretty simple.
Possibly, but this design is merely theoretical and is needlessly complicated.
Not... Really.
Actual car engines are pretty simple, and this design is overcomplicated as hell
I gotta agree with @@zombine555.
We are familiar with our current ICE's, so obviously this will seem "overcomplicated". It would be a lot "simpler" if it was kept to only 3 valves, but that wasn't the final design. It's actually pretty impressive.
Yeah, a V12 with 6 sequential turbos and a supercharger is simple compared to this.
I would personally love to see a prototype of this (even if it doesnt work at all), Great job on the design.
this is literally just an over-complex and worse attempt at a gas turbine engine which is much simpler and better
gas turbines need exotic materials at least in the bearings and lots of rpm to work... theyre very fuel and air hungry ask chrysler about putting them in cars😂. also idk if their exhausts can be be filtered very well. idk exactly how effective cats are but i like to think we use them for a reason .. i do know the rotary's weakness is how much it relies on wierd shaped seals to control hot gasses. the crazy shaped combustion chamber didn't help and it compounded the heating issue... all those issues would plague this "engine"... 2 stroke deisels get primary compression from a screw blower this thing would rely totally on boost for compression lol it wouldn't even start without a leaf blower...😂 speaking of turbines. for real tho gas turbines have their place this doesn't...
builds you say that as if this mess is any better
@@typhoon1575 "gas turbines have their place and this idea doesn't"... what i was getting at is the reason an idea like is so tempting is cuz it would have advantages of a piston engine: sealed "power stroke", low rpm torque, shouldn't need exotic materials, controllable exhaust/noise..etc... without imbalance and other wierd stuff pistons do.. this was just some guy who thought he was the first to think of an internal combustion water wheel 😂 and clearly doesn't know that fast moving metal parts need lube🙄.. rotary valve piston engines(2 and 4 stroke) were a thing along with cylindrical valves and they sucked even with proper lubrication.. also i'm pretty sure the gas powered water wheel was patented by wankel🤣 those were plagued by sealing, heating and lube problems this would be 10x worse along with the whacky gyroscopic effects like a rotary crankcase engine but none of the self cooling lol it would spray oil everywhere tho just like a ww1 era plane lol
@@ianbuilds7712 Actually gas turbines don't use exotic alloys in the bearings. Those are cooled by oil and therefore don't need to be. The blades in the hot section are where the expensive alloys are used. There would be no issues using a catalytic converter, it would just need to be sized for the flow rate.
They are not used in cars because they are less efficient. They also don't have great response times, and would require more complex transmissions due to the high speeds. The would probably be better in an electric hybrid, coupled to a generator.
Despite the lower efficiency, they are used in aircraft due to a huge power to weight ratio.
As for this design. It would not work, practically. Sealing it would be nearly impossible, if you did manage to enough to get in to run, it would not be for very long. Lubrication is an issue too. Thermal expansion would be uneven causing the seals to open up around the heated sections. The piston would be hard to seal with the walls expanding unevenly.
It is a good thought experiment at best.
This is a seal nightmare. Piston/toroid seal and the associated friction would be crazy. And how you intend to achieve the pressures of an inexistent compression stage? The turbo by itself can't deliver that high pressure. This might work if you consider an external combustion chamber to deliver the already combusted mixture to the «explosion» stage. Again, working with high pressure gases needs excelent seals. And you have so many valves to put seals. Nice concept, though!
Yeah I thought the exact same thing tbh. without an external combustion chambers and exhaust chambers it will not work. Not to mention the laws of inertia causing it to warp scoring the bore losing compression
This is all theoretical.
The motor wil not even produce 2% of the power of a IC engine, all the gases will leak from the gap. And running a oil film on it is a real nightmare.
@@DatBoiOrly THIS. Don't forget torsion and stretching meaning it'll eventually just snap.
@@911-t8w It's not that it's not efficient, there are just too many failure points. OPOC is better.
@@UltraGamma25 No, the frictional losses would significantly reduce the lifespan of this already unserviceable design and it would cause a scarily low power output.
Exactly what BMW is looking for.
The parasitic drag of all those gears and valves is mind boggling.
I wonder if you can show us the energy loss from friction in those *36 gears.*
Thanks
9%.
1 error and the whole thing explodes
@@UltraGamma25 You could say the same for an ordinary engine!
@@douggraham5812 False.
If you can make that comparison you know nothing about engineering.
@@douggraham5812 Check out the Neutral Drop RUclips channel. Engines are more resilient than you might think.
Mother of god, i thought people were just being overly critical, and then i watched it
Ikr
and then i freaked it
seriously, what is this design, does he always assume cars drive with 0 vibrations?
You have the name I wanted. xD
what do you mean, it's perfect and totally uncomplicated with plenty of tolerance for wobbly vehicles
6:00
let me know when you have a working model of this, because it's impossible. I'd also like to point out that those gears will need lubrication, as all gears do, to remain efficient and not wear prematurely.
What makes this impossible?
@@mxs4193 sealing of the slid in the toroidal cylinder, sealing of all the valves, lubrication of all the gliding parts in this construction, sheer size of the whole thing, incredible mechanical complexity...
Shall I go on?
At the point he's at, he might just use a turboshaft engine...
@@mxs4193 What makes it impossible is also the fact that pistons are not compressing the air fuel mixture, but using a turbocharger for the compression. And thing is, turbo chargers barely reach boost pressures upto 5 bar (normal use), while engines reach pressures of 20ish bars, just in petrol engine.
@@mxs4193 no compression, and no spark plug. Plus it is way to complicated, and it needs lubrication
@@oldtimegames96 there are people running turbos up to and over 50psi.
I see many rotating seals that must tolerate very hot gases. Good luck.
- Says "higher thermal efficiency" than reciprocating engines
- Has no compression stroke
Someone needs to revise the Carnot cycle
Hey I suppose he's just looking into an interesting "out-of-the-box" way of approaching a problem. It's far from ideal but it's very interesting. Is'nt that what science is about, asking the questions an seeing what happens, even if it is just theoretical?
@@morgadoapi4431 And if it was described as "far from ideal but an interesting thing to consider" I'd have no problem with it. I'm not saying this engine couldn't work, or that it's a stupid idea, or that you can't improve on reciprocating piston engines. I'm saying this video claims higher thermal efficiency than a reciprocating engine and that claim is definitely totally false. The captions clearly state "higher thermal efficiency" which is totally untrue with no compression stroke, because higher compression == higher thermal efficiency. A generic car diesel engine compresses the mixture 20:1, and that's after a turbocharger increases intake pressure. This design could never achieve that compression ratio.
@@PKMartin seem like you missed part of the video. There is a continuous power stroke. The fuel/air mixer is continuously provided and ignited. The valves just close after the position goes through to help keep pressure up. Exhaust gases are exhausted from in front of the position through the ring. You can see it after the fuel and air pipes are added. Watch again and read, don't throw it out the window until you at least understand where he's trying to go. Yes there are more than a few problems. But point to any engine that did at least have some when starting.
4-strokes had poor power to weight. We're heavy, had oil burn that would ask the us to invade and slow. Turbines and jet turbines were unreliable hard to keep going and even hard to make thrust from. Heck steam engines were a mess when they were first invented
@@cailco100 seems like you missed part of my comment. I never said there's no power stroke, I said there is no compression beyond the turbocharger - at no point is the piston moving towards the mixture. The theoretical efficiency of an Otto or Diesel cycle engine is limited by the compression ratio, which for this engine design is much lower than a reciprocating engine so the thermal efficiency will always be worse. en.wikipedia.org/wiki/Thermal_efficiency
Saying "petrol engines used to be bad" does not automatically mean this design will become amazing - this engine will always have poor thermal efficiency because of its design, but you need to understand some thermodynamics to appreciate why. It's ingenious and I appreciate the simplicity, but the claim of high thermal efficiency is absolutely wrong.
@@PKMartin exactly, well said, not sure how many more times Calico wants to get wrecked, but, if all of the valves are evenly spaced and alternate states after a piston travels through them, then there is maximum 2x compression of the current mixture. Even cars that run high boost pressures, like mine, need at least 10-ish:1 compression and spark to ignite pump gas. Also not clear that evacuating the exhaust gasses is efficient at all, the lateral load on the piston seal from centrifugal force would be immense, and it would be pulling a vacuum to get air in so even at 2:1 compression it’s likely barely above atmospheric in practice. Hope this guy got top marks for the animation though it’s pretty slick, but thumbs down for the ridiculous claims.
48 gears, 12 unbalanced rotating wheels, a piston that needs to cross 12 gaps, 2 rotating lines going in, all that before even hitting a gear box. This thing is going to blow up.
And the non-existent deal for the cut on the center
you could make the rotating lines not rotate by having the torus rotate and have the pistons be stationary, but that would make the cooling system suck more.
This design won the “Ridiculously complex engine” contest.
Hey I suppose he's just looking into an interesting "out-of-the-box" way of approaching a problem. It's far from ideal but it's very interesting. Is'nt that what science is about, asking the questions an seeing what happens, even if it is just theoretical?
@@morgadoapi4431 you copy/pasted that response for another comment, y?
Congratulations! None of the benefits of a rotary engine, along with none of the manufacturability, along with the fact that it will have to burn it's own lubricating oil.
2 stroke made round
The oil burning isn't an issue as it would rattle itself apart long before the oil has a chance to burn
Gotta love backseat engineers 🤙
@@seanboland4671 more like spin itself apart
@@NotGabeAgainyeah, i've been wondering how the combustion even starts, as well as how you hook up the fuel lines externally, i would've understood if there were injectors in between thevalves at certain intervals
Well, while a nice concept, I can immediately see that there would be a tremendous amount of friction pretty much everywhere.
I don't see anything that good in this, but hey, it's another way of looking at things!
This guy is like "Regular engines have to many moving parts" and then he just adds a ton of gears in 4:42 like wth
Amazing ingenuity, even if it may be mechanically complex and may not be plausible for actual use, good work none the less! It is easy to point out flaws and easily dismiss implausible ideas but I see real creativity and out of the box thinking here. Obviously a lot of time and effort went into this and I appreciate it!
6:50 Oh yeah, that's much simpler now than an typical internal combustion engine.
Imma tell you right now: as a mechanical engineer, if you show up to a machine shop with the blueprints to that torus, you're gunna get punched in the face by the machinist.
Nice animation, thanks for sharing your ideas!
Ooh yes! Much less complicated.
... than an RBMK nuclear reactor, yes. But a four-stroke Otto-engine is much simpler than this, not mentioning a two-stroke one. Imagine solving the sealing issues on this contraption. Since it can burn small amounts of fuel only, it can barely be efficient enough to overpower the friction caused by the seals. And there are gears too. Plus a turbo that can't produce enough pressure to fill the combustion chambers on low RPMs. There are many other issues with this thing, it's not an accidental thing that the conception couldn't make it to the factories.
@@baladar1353 he was being sarcastic
@@baladar1353 jesus christ someone cant pick up a hint of sarcasm
@@carlwheezerofsouls3273 Ok, may I hang myself?
@@baladar1353 yeah sure sure but im gonna need that soul afterwards, just sign here:_________
There's obvious reasons why this isn't common place, but i like that you went through the effort of explaining your idea. Thanks for that it was quiite interesting actually :)
It's things like this that make me wish I had the resources to just try and make something like this work, regardless of efficiency, just to see it work
how do you achieve compression when the piston is constantly moving away from the valve/compression area.
this is something i was also wondering, once the "valve" closes behind the "piston" the pressure of the air between said valve and piston would decrease not increase, resulting in no compression.
or have I missed something all together?
an incredibly creative design nevertheless :)
the air is pre-compressed in turbocharger and takes part in combustion as soon as it enters the chamber.
Farrukh Sheraliyev doesn't matter, the air loses compression the further it travels away.
I know, but you still thinking of it in an old cliche of reciprocating IC engines.
The chamber is already filled with exhaust gases and its under high pressure while piston supplies more fuel and air to increase pressure further in order to continue its movement away from valve until it passes through next valve.
you don't ignite exhaust gases??? you compress the air and introduce a fuel and an an ignition source (spark plug), or in the case of diesels you have intense air compression wich in turn gives you the heat to also ignite the introduces diesel fuel?
Start the video with bad point for conventional motors like "heavy/complex construction/many moving parts/..."
Show a model with over 9000 gaers and small parts added to ultra complex sealing ...
What is improved ?
I like to see these alternative ideas being thrown around, even if they are less effective, they almost always have atleast one advantage. For instance I just saw an alternative jet design that although less efficient then axial jet engine would be way easier to build in your own garage.
What I hate is when people point out all flaws of conventional design, point out all advantages of their design... while ignoring all the advantages that conventional design has over their design.
And what ? you can throw a video pointing out all the bads from conventional design and 10s later show the a new idea to make it even more complexe ...
Maybe it can be good for a special application. Not to simplify an existing design
It's very easy to criticise a lot of aspects of this, but if nobody tried to dream of crazy things anymore, technology would be nowhere.
So I applaud the effort you put in the concept!
Nice idea! You have to show it to the Ogdenville, Brockway, or North Haverbrook universities for further research and development. They will be really interested, they are now on the map!
Mono means one
What about us brain dead slobs?
@@steveguida2639 We'll set you up with cushy jobs
This looks to me, like an internal combustion version of an electric motor... replace valves with coils, pistons with magnets etc...
If they could stack these like motors, say 3 or 4, maybe it could produce as much horsepower as approximately a coyote 5.0 at best, maybe 300-350bhp is a more reasonable number. Although it’s a complex design, hopefully it’ll be a much more lightweight platform at roughly the same size. I know that rotary engines make phenomenal horsepower for their displacement but maybe this engine design can produce more torque over the rotary?
Think water wheel
@@Diamondsintherubble Wouldn't that be more akin to the old radials from WWII? Don't get me wrong but it seems to me that the principal is the same...
@Gar Gar You know? It might be fun to try and come with something like this and see if it is stackable and see how it cranks up the torque with each stack.
I dunno... just something that popped into my head.
Maybe I'll go out and buy me a 3D printer!!! Ha!
And it's probably more effective to power an electric motor using a combustion engine generator than this engine
Five years later, are you any closer to a working prototype?
No, because he’s probably dead by now, an effect of natural selection no doubt.
@@76629online That's a really shitty thing to say. The idea itself is certainly questionable but the design effort itself is not. Every inventor, designer has some really bizarre and totally impossible designs. Without imagination and the willingness to try we would not advance.
@@76629online someone out there trying to improve the world... then there’s you.
Natural selection shouldn’t have selected you... but the abortion doctor should’ve.
@@loganthesaint you’re an idiot, too.
@@loganthesaint who the fuck hurt you bro
I really like your design. Sure, it won't work as presented, but it is an excellent example of what is needed in a Toroidal design, constant motion, no cat and mouse piston movements and constant leverage. I have referred to this video many times to inspire these three design goals, no other video has so held my attention. I have now completed a design which I believe solves all of the problems I have seen in the numerous Toroidal engines presented on the web. Yours is the video that sold me on the basic toroidal concept. Thank you for your efforts!
Curious as to how you plan to seal the engine? Lubrication? Piston RIngs? I feel like this would suffer from the same sealing problems as a Wankel rotary engine.
AidanMC1995
Wankel sealing problems were solved 50 years ago and improved since.
If using a purely magnetic engine seals are unnessasary since you would only need another field to act as such, oil or fluids are unnessasary and this thing looks way over complicated since magnetic engines are very simple and powerful, so much completely unnessasary bs on this thing. Also a magnetic engine needs only a hand ful of parts and all pieces are completely interchangeable like legos
it would have to have labyrinth-like seals like in a turbine or compressor. it could seal. i suspect there would have to be a disc bolted onto the rotor ring, on either sides. so each face of the rotor ring will form a sandwich, with the rotor ring, the toroid body between and the bolted disc..
my main concern is with the spreading/flaring of the gap in the toroid body for the rotor ring. in industrial designs, they would just make it thick enough that it would be very rigid... but i suspect my added bolted disc will help clamp the toroid in..
im not too sure how all that weight and sealing friction will affect efficiency though.
AidanMC1995
More so..
Very cool invention , dont listen to people who talk bad about your ideas , they cant invent any thing at all , they have no ideas and they cannot solve creative problems like you can . Great video
Very Interesting mind design but can foresee big problems with sealing. You have a bright future.
Awesome. Combine this with continuous burning to generate pressure... and it will work like a turbine.
Inject 1 part air into the burn chamber, let the "flame" expand it 1000 times. A small diameter pump "injecting" air into the burner. A large diameter pump using the "exhaust" to rotate the main shaft.
It becomes like a "high pressure turbine" or "low RPM turbine. The large radius wheel always has higher torque, to push a small amount of high pressure air into the burner... A high pressure, closed loop, continuous burning engine. Awesome.
I found your video after having exactly the same idea as you have - "gates" closing behind the piston, and gates opening in front of the piston. Rotating gates - to keep it simple. Continuous drive, maximum torque, extremely efficient fuel burning, minimal heat loss... You got my support on it, for what that's worth.
high amount of oil consumption,unreliable,efficiency would b a greater issue as engine would stress up more under load,complexity involving maintainence,and actual power will be tested to limits,
not criticising,you made an great effort to create something new,but just the factors which will be most invovled.
Nice thinking out of the box👍
Tip: use 1 gear exchange to a flex shaft to all valves. You remove 33 gears 66 bearings and add one shaft.
I bet all your gears sound pretty wicked behind the quick fire exhaust tho😁
I hope you will post a video of a running prototype at some point. I'd love to see it go!
Interesting design. Very good explanation.
Thanks for sharing. Please ignore the critics. I enjoy seeing new concepts.
In a nutshell - forget it! The Rotary Engine has its' flaws but is 100 times better than this offering.
I see a lot of people being rude in the comments who are clearly not engineers. This is a fun concept that although certianly will have flaws that any individual can point out is still impressive. An important part of the engineering design process is that while brainstorming there are no bad ideas. This is an idea and it's a unique interesting one. I personally would love to see if it could actually function. I wouldn't expect it to work perfectly and a giant spinning wheel full of inertia as an engine might be kinda a death trap, but you never know. Maybe there is some other great way to make a combustion engine that is yet to be designed. Coming up with anything is a start and is commendable.
Lovely cartoons, to be sure ! Got one running yet ? I'll get seriously interested when that happens.
i had an idea something like this but could not figure out how to make it work in my head, the idea of the rotatonal valves amazed me
Hate to see what happens to that thing when one of those gears loses a tooth and the piston hits a closed valve... Well... actually I'd love to see it. I do love me some chaos and explosions. :)
Or if even the teeth on the gears wear down some, throwing the timing off. The valve openings would have to be oversized to compensate for thermal expansion and eventual valve train wear which can only lead to further loss of compression in an already low compression system (once the engine gets really moving, pumping precompressed air in won't be enough and this absolutely won't work with diesel)
Lots of people are talking sh*t but I think it's a nice idea, even if it will never become feasible and if it has design flaws like the seal and the friction it'd give out, there's little compression etc. I appreciate that you took the time to design it, you're gonna inspire somebody with your idea that's for sure
I see a lot of sealing problems. Maybe it would be easier, to let three little jet engines rotate around a hub. That would give us a nice rotating motor.
I'm afraid regular jet engines wouldn't last in the configuration you proposed. Maybe it's better to use ramjets instead as they have no moving parts.
Regular Jet engines would work better in this configuration as they do not need to spin at such a high rate to keep thrust and they would be fine with the g-load as many have been developed for aircraft to handle these kinds of stress. The issues with ramjets is they must have an intake air speed of at least mach 1 to be anywhere near thrust producing and even then any engine in this configuration (baring a rocket engine) would be pulling in the exhaust gases of the previous engine into the intake. The exhaust gases in the intake would cause compressor surges in a regular turbine engine and both turbines and ramjets would be starved for oxygen. The thermal efficiency of the ramjet would also be shit because it works on pulling in colder denser air to heat by burning fuel to get the air to expand. Fuel can only heat the air to be so hot and anymore fuel added does not cause an increase in thrust. This is why at higher speeds than about mach 5 ramjets start to shut down. The friction of the air hitting the inlet heats the air above what they can burn fuel to heat it.
TLDR: Any jet engine (rocket, turbine, or ramjet) is almost utterly useless in a circle because of practical reasons. Just use the compressor shaft of a regular turbine engine. It makes more than enough horsepower to suit your needs.
That's similar to the experimental "tip jet" helicopters, which used small ramjets at the rotor blades' tips (hence the name, I know, dir!), in order to do away with the normal associated problem of torque produced by spinning the main rotor mechanically, therefore a tail rotor is no longer required.
But I don't know if this configuration has ever been attempted to be used as an engine.
Interesting!🤔
Or just power the car with a single Tesla turbine. (The inventor, not the car company)
Everyone is criticizing this, but it's an entirely unique and original engine design.
Sure, it's complicated, but you have to admire the creativity and intellect required to create something this complex.
Personally, I'd love to see an actual working prototype of something like this. Whether it offers any particular advantages over a traditional IC engine or not, it would be cool just to see it working.
Mechanical watches don't have many advantages over quartz, but we're still making those!
Talk about moving parts and wear, no lubrication, no rings for compression (lots of losses), heat causes expansion so ur gonna have to plan for that too.
As I think about this I keep running back to a gas turborotor engine... continuous compression -> continuous combustion -> contiunous expansion driving a load (and the compressor).
To my mind, the power is derived almost identically to a turbine, but a turbine is mechanically simpler, basically consisting of a number of concentric shafts, one or more connecting the compressor stages to their drive impeller, and one connecting the output impeller to the drive shaft in the case of a fan or rotor. Air enters the intake and is compressed to the combustion chamber where fuel is introduced and the expanding gases move past the impellers before exiting the exhaust.
Some problems I see are: No provisions for lubrication are given in this design, add an oil pump to the parasitic load along with the blower, cooling fans and valve gearing, which all reduce output. Those valves seem like they would be difficult to seal _reliably_ against the moving rotor, so does the exhaust. I don't think a blower would provide adequate compression on exhaust alone. And finally this design seems like it would difficult to start, everything would need to be spun up on external power to high RPM to get static pressure (also like a gas turbine)
It's a really creative design and an interesting thought experiment.
There is a good reason we are seeing drawings instead of a prototype.
because its only a concept
I was working on a similar system and I THINK his handling of the combustion pressure and valve timing are terrible but there are ways to overcome them not by using gears but what some companies are doing.
Its a seal nightmare.
The reason why there’s no prototype is because the prototype would prove that the design doesn’t work. This thing would struggle to create power let alone power a car. Heck, a push lawnmower has more power than that.
"low vibration and noise"
Engine is built with 12 vibrators (valves) and 36 thin gears at 90 degree angles.
Just give me all gears you have. Wait, wait. I'm worried what you just heard was, "Give me a lot of gears." What I said was, "Give me all the gears you have." Do you understand?
Too much hate by the commenters!
No, it wouldn't really work in real life, most likely, but it's a very, very interesting idea and an amazing animation!
I really enjoyed watching it.
Thank you!
One simple question: How much money would it cost to engineer and produce these at high volumes? I work with aircraft engine parts (turbine) and regularly visit many aeronautical factories and shops in New England. The tolerances involved in your design in fact require a level of precision beyond the realm of consumer use. The cost of machine work to get the rotational section with pistons sealed against the stator ring would make the basic components of the design too expensive for mass production. The stator ring would also need to be made in two halves, requiring many fasteners around the inner and outer circumference, so that the rotor section could be installed. How would the inner circumference of the stator be secured half-to-half with the need for the rotor between them? Would the pressure of the compressed area between piston and valve when closed exceed the integrity of the gap between both stator halves? In my opinion, the stator halves would need to be quite thick to prevent the gap increasing under load. Or, a robust framework would need to be installed to help keep both halves true and square. Either way, more complexity and more parts required, adding weight and cost. The geared valve timing would also need to go, replaced with shafts, rings and pinions. Or add a timing belt or chain.
I really do think this design is impressive and unique. Please don't let me be a damper to your creativity! I'm just telling you from knowing what it takes to actually produce finely machined products, it's very expensive and prohibitive for mass marketing and usually this sort of technology ends up in commercial or military use, which would place your engine design not in competition with car engines or other reciprocating engines, but instead would make your engine design compete against turbines, and let's just say you have about 100 years less experience (and .00001% of the cash flow) than a company like Rolls Royce, General Electric, or Pratt and Whitney. They all are now producing gas turbines with unheard of efficiency and the costs have been reduced by metal 3d printing and other new technologies. Even so, the impressive amount of effort that goes into each one to ensure it doesn't self destruct is eye-opening in my experience. Tolerances are made to exacting specifications and these engines turn thousands of rpm's for hours at a stretch and just cannot fail.
Maybe you would be better served using some of what you have created here, some of the principles- and go back to the drawing board, and simplify this idea! Make it foolproof to machine and construct. THEN you're onto something big!
whatmakesittick this is very well put. I think you nailed a lot of my objections on the head. I'd still be interested in seeing a working version. I can see this as an adjustable efficiency engine by skipping valve closings.
It's a concept. That is all.
+Whatmakesittick - in addition to your engineering and production considerations and in spite of its truly impressive originality this is still an Otto cycle engine. If you can find a way to beat the laws of physics then ...
+Farrukh - don't let the knockers kill your creativity - humankind needs thinkers like you
This is extremely clever. I see only a few problems that can be worked around, for example as many people have stated before the lack of a compression stroke and lubrication, as well as pressures and vibration would be very difficult to manage. I propose, and while I realize this would remove the non reciprocal aspect, utilizing the pistons forward momentum to create it’s own compression through velocity. Theoretically, this could allow for greater and greater speeds, given that your cylinder is potentially infinitely long. You could have a compression stroke that lasts for four full rotations if your velocity and durability allow. You could also use this to inject even more fuel air mix into the cylinder prior to the compression. I’d think it would need to start out in a rocking back and forth motion, starting slowly with low compression.
So, tackling this issue at a time, I propose this type of operation. Start the piston as a reciprocal, back and forth between two valves. We could control these via solenoid or electromagnetically clutched pulleys for the timing gears. (There’s probably some kind of mechanical way but for ease’s sake let’s use electrical.) The back and forth motion would allow us to build up compression until a threshold where the piston would reach a maximum velocity. At this point we open a valve and let it travel across a longer cylinder. We can then add more fuel/air mix, allowing heavier compression and a longer stroke.
Now, for lubrication. What’s stopping us from running oil through the piston itself? Same with cooling, we can bore out the flywheel and run three lines, coolant, oil, and return coolant. For the oil, just use piston rings. Four(ish) rings, two sets on either side. The compression ring, the oil control ring, and two on the other side. Two oil control rings on a single cylinder, allows for no third ring(theoretically). Coolant runs through the piston, oil is controlled, and centrifugal force allows for an easier load on an oil pump.
Finally, balancing. With the single piston you’d end up with a ton of vibration and balancing it would be near impossible without use of a counter weight. Simple solution, add a second cylinder at the apoapsis of the flywheel. Since we’re using valves anyway, this could potentially allow for still infinite cylinder length, but also if our valves don’t shift exactly as we need them to there’s no fuel/air wasted. It just preloads the second pistons return stroke more. If this is consistent there’s no issue, and it can be accounted for.
In all likelihood, there’s probably a better way to do the valves. And managing exhaust would be a bit challenging, less you wanted to make it a classic four stroke and use the valve “float” (what I’m calling the gap between sealed and open) to vent exhaust gasses.
I haven’t thought of a good way to inject fuel, and the best way I’ve thought of a spark plug is mounted in the cylinder head, but again, there’s probably a lot better of ways. Needing to rebuild the whole engine to do your spark plugs seems like a bad plan. Clearly there is much to think about, but there’s my three cents.
Not to mention that in this configuration you have a lot of vibrations due to the piston mass. It is indeed more complex than a piston engine...
Looks like it might work, but it definitely looks like it would have a very very limited speed range, and it looks like it would be trial and error every time you tried to run it, especially if it were under any kind of load.
I think we took the rotary engine as far as we could, and it's still has disadvantages in comparison to a reciprocating style of engine.
I'm a Hardcore Rotary engine fan and I agree piston engines are more efficient.
I'm not convinced but it's unique and I found it interesting. I applaud the out-of-the-box thinking here and wish more of the commenters would. When you get an idea you should see where it takes you.
Very interesting design! Very out of the box but thats what we need. Opens up alot of new ideas! Good job!
Just one of those gears fails with the valve closed and the whole thing will self-destruct. Not to mention how does it ignite the mixture? Or compress it properly?
he thinks you can just supply compressed air by turbo, which you cant. or... you can, but then you would be better off just burning the fuel in a box and harnessing the power with the turbo itsself, making a jet
When I made this presentation in 2011 the idea was very raw, unchecked, unproven, without any calculations and computer simulations. Just a hypothesis. But now, when I've finished the 7th version of the engine I could prove all theoretical parts of the problem. The mechanical part is totally different from what is shown here. I could make it even more simpler. The hot part of the engine, that is, engine thermodynamics has been proven by making simulations in ANSYS Fluent. Continuous combustion in a closed chamber with moving piston was too problematic in my early CFD simulations causing backflow of exhaust gases into air inlet ports, but I could solve those problems too. Engine efficiency is at level of modern IC engines. But I think it is possible to achieve better results by making some optimization.
+Farrukh Sheraliyev
Hello.
it is very nice design
i have inspired a similar machine 15 years ago
Like your 's machine.
No myt engine.
+Farrukh Sheraliyev I understand how this design could be made to work and I see that it has been asked, "How do you seal the valves", I know a way that this could be easily achieved but I won't mention how to do this here. The problem of how to achieve compression is also easily solvable and if you would like some help with the redesign of this innovative concept I am willing to help.
congratulations...but if this is the future engine...it is wrong...because it works with fuel...
we must to think a new engine without fuel...
@adrian Hydrogen could be an answer to this - using the sun for energy/electrolysis.
I can imagine a cool anime show of a alternate world where warring nations with airplanes fought in the skies with this cool design.
Radial engines were used in some of the earliest airplanes, search them up!
I though of something very similar to this ages ago but like i could never solve the friction and seal issue with the piston
Perfectly fit harmonically tuned flywheel. Wait the car has to turn?
I guess it could work for trains.
similar concept to sleeve-valve engines of the 30's. Too much friction and gunks up with use..better fuels these days? It might work...missed the lubrication part?
It’s not as complex as it looks. He just goes into more detail of the engine, and at the same level of detail the ordinary piston engine would look just as complex.
I like it. Would love to see a working prototype
This is the most amazing design for an internal combustion engine. 👍👍👍👍👍👍👍👍👍👍👍
The truth be told...two words: "cluster fuck"
No, rustle61 is in fact correct...
If you got rid of all the complex stuff, ie EVERYTHING except the turbo and then connect it to a combustion chamber and feed it fuel air and ignition, once the turbo spools up it will keep itself going and more fuel = more power.
I had this exact idea 30 years ago. I ran it past an engineer in the physics department and he basically said sealing and no compression
I had this exact idea in 2005, the holy grail of a positive displacement piston engine without wasteful reciprocation. came to same conclusions. Cred to the boy for making the nice model. But sealing and friction. Lad doesnt even have compression in it, thinks a turbo could do that.
WOW this looks heavy. And the fact that the fuel/air mixture is only compressed by a turbo pump and is only ever in a state of expansion in the computation chamber is exactly why this hasn’t ever been used. Plus all those moving parts omg. Just give me a twin spool turbofan. All the efficiency!
There are so many seals. The valve axis is different for every valve, making driving them a nightmare. This design seems to be a bit pointless.
This makes a wankel engine look like the wave of the future!
Nice animation , nice idea.
But suppose the sealing problem can be solved, I see that in case any of the parts fails, this wil cause catastrophic structural damage to the whole mechanism..
Anyone consider the gyroscopic aspect of this engine on motions of the vehicle?
Then the bearings for 60~ish gears and discs. How would this install into an engine bay, under a hood, etc?
Seems those discs, in red, would soot up from the combustion and become a problem.
It could install horizontally. With the insane love affair with SUVs, it could go under the floor (Americans brought Hummers and MacDonalds in droves, so they'll buy anything). The other issues will kill it before that does.
Valve-failure = Instant self-destruction!
Am I missing something or is there no compression of the fuel mixture?
You're missing something indeed. The compression is missing. It's only an idea, there are only problems with it, not a single benefit.
Not even plausible. The gear sets for the valve would fail easily and the valves themselves would be warping each time there is combustion. I played with a valve design like that and all the engineers I asked said that that would be the first failure point. Nevermind the lack of lubrication or how to machine such a piston
Valve-failure = Instant self-destruction!
Looks like a really good idea. Wont pass emissions. How do you oil it? Oil in fuel? Or oil injection as a lubrication consumption system similar to a rotary engine?
Also, without a compression stroke, how do you improve efficiency? That is the main drawback with wankels rotary after all, huge performance, terrible efficiency. Using a turbocharger in place of a compression stroke will work but the pressure needed will need a hell of a strong and super air tight setup.
I do not see a phase in your engine where the air is compressed before combustion?
He's going to do that with that turbocharger looking compressor. He's be better of just having an external combustion engine.
Seaescape I think you are onto something there
them *adds turbocharger*
me "now you're fucking with me!"
lmfao
Hey guess what peeps
Electric car engines only have one moving part: the rotor.
Pipe down. Don't be sensible!
Thanks a lot for the huge amount of work that must have gone into this. The sealing of the disk valves alone would make this a very advanced design to stay reliable, but also their operation does bring some major complexity. Round ports would work better. Nice try though to overcome reciprocation.
I don't see how this would be advantageous over a conventional type of engine...
No energy wasted in reciprocating a mass back and forth, speeding up, slowing down, reversing, etc. problem is that it wont seal up at all and has way too much friction, besides has no compression.
@@johnsmith4630 then use a gas turbine or a wankel, both of which are less efficient than a 4 stroke piston engine
The difficulty will be obtaining a proper seal with such large surface areas. There is a lot of connections where the compressed gasses will evacuate the chamber - that's the difficult part, but I encourage you for you unorthodox thinking. Keep going, you may eventually solve it. Bravo on the concept.
Rube Goldberg would approve.🤣🤣
🤣🤣🤣
One of the advantages of the current reciprocating engines is that valvetrain failure doesn't fully destroy every vital part of the engine and sharply stop rotation like it would for this toroidal engine.
Even if you could get this to work, you're way too late. The electric motor is 95% efficient with very few parts. Battery prices will drop in half over the next 3-5 years while range will increase by 50%. Current ICEs are about 25% efficient at the wheel.
You might want to do some reading at the US Dept. of Transportaion. But here is a graph to help you. www.google.com/imgres?imgurl=i.stack.imgur.com/uGERX.png&imgrefurl=physics.stackexchange.com/questions/46113/why-is-an-electric-motor-more-efficient-at-higher-loads&h=540&w=762&tbnid=xwKOy5BIxEEcwM:&tbnh=149&tbnw=211&usg=__QMXiuNPgyfEjPEpb86BuyXCyzmA%3D&vet=10ahUKEwjz8OrotPvYAhUDbawKHbleD2EQ9QEILTAA..i&docid=GgS-x4xUAugrfM&sa=X&ved=0ahUKEwjz8OrotPvYAhUDbawKHbleD2EQ9QEILTAA
Unless you're driving your car at 5 mph the entire time. The efficiency will be around 75%-95%.
Since you can't read. I will post the official Dept. Of Transportation. The graph comes from there. Apparently the Dept. of Transportation disagrees with you.
energy.gov/sites/prod/files/2014/04/f15/10097517.pdf
Congrats on winning the pedantic ass award. You can't seem to understand the point of the post. Which was that ICE engines are no where near as efficient as electric motors.
Felix Su you could have simply said youre right but the electric motor is currently more efficient. However I feel the ICE is very much handicapped by current regulations put on them on top of much regulation for the resources to run them, and they still perform. All great performers.
When the RPM gets fast enough to need advanced timing this would stop working. Right?
Looked like mechanical timing. Something similar to the machine gun system on the old biplanes.
Biggest problem I have with this is that not everyone can read that fast :)
gotindrachenhart Literally no one can read that fast!
LOL ok, I mean my reading speed sucks but I was like hot damn that's fast AF!
have you never heard of the pause button?
@@susie3702 I couldn't even click the pause button fast enough!!!!
You don't know it's coming and by the time you shift your focus, it's gone!!!!
He would fail if it were my class for this very reason!!!!!
This takes the idea of an interference engine to the next level.
Edit: Also, that turbo is not going to be able to produce enough pressure to make this fuel efficient. It is an interesting concept, however the infamous rotary engine may end up with better gas millage due to getting higher compression.
one name.....Rube Goldberg . This is one of these designs that never make it off the drawing board, thank goodness.
Hey I suppose he's just looking into an interesting "out-of-the-box" way of approaching a problem. It's far from ideal but it's very interesting. Is'nt that what science is about, asking the questions an seeing what happens, even if it is just theoretical?
Very interesting idea, and unusually well fleshed out for this sort of thing I think. Gonna have a lot of resistance from that many gears, not to mention skin drag since I assume the piston will rub directly on the stator, also causing galling and high wear probably
To any internal combustion engine, a big fat turbo is a necessity. Thumbs up 👍
That ain't gonna help the friction though
I had a very similar design a lot of years ago but mine was designed as an explosion motor.
I saw your design was a continuous fuel injection and burning design, much like a jet engine. I think that might be a problem concerning performance with lots of fuel being lots to the exhaust system and power losses on certain cycles. Still I'm impressed on how close our ideas are close.
How would you start this engine, because if the turbo is not spinning when you try to start, how do you get initial compression?
The same way a piston engine is started - external 'kick'.
A starter that turns the engine
A starter can turn the engine, but that is not going to spool the large turbo's needed to make this thing work. Only way I can see to start it is with air. Either you'd need a large tank of compressed air to spool the turbo and start the rotor moving, or a powerful electric supercharger to do the same.
Great design, and great animations! The world needs people like you, who think outside the box. Ignore all of the haters, and “internet experts”. ✌️😁👍
See the difference between hate and fact based critique. I've seen quite a lot of the latter here. Yeah, thinking outside the box is great, as long as that's the right box for what you're trying to improve. I mean, sure, you can ignore the box of "a combustion engine", but you should still follow the basic mechanics to find solutions that are actually better in some way. There are great bizarre designs out of the box that could be a great improvement according to science, and then there are designs such as this, that could be a great improvement according to imagination.
Hshan blah blah blah. Nobody asked you to reply to my post.
@@SUPERDeluxeME Oh, nice, yeah, that's an example of "hate" .
there is no compression?
the air is compressed, wouldn't need it anyways
No turbocharger can compress air to the level needed for detonation, the largest and fastest-spinning automotive turbos produce in the whereabouts of 100psi in a one-off diesel drag truck. The most seen in a non-diesel is about 40psi. compression in a modern naturally aspirated engine (about 10:1) provides about 147psi depending on your altitude. Considering that the turbo would have to be feeding air behind the piston for this design, the pressure would be dropping at the same rate that the space between the piston and valve increases. There is no turbocharger that can provide the pressure of a compression stroke, specially not one that can move that much air into an *increasing* chamber. I like when people think outside the box, but when an idea doesn't work, it just doesn't. If you try to develop an impossible design, physics won't just let it slide because everything else about it works and you've put *so much* effort into it.
Ricardo yep
A pump similar to what is used on a merlin engine would provide more than ample compression but that also adds another layer of complexity and additional seal requirements. It is evident thr engineer put significant thought and effort into this design but I struggle to believe it would pass a simple cost benefit analysis.
I can see six major problems with this:
1) Seals. If you look at a conventional IC engine the length of seals is relatively small in relation to the volume. Eg, the sliding seals on the piston and the valve seals - not huge. In this design, huge amount of seal length, and that will probably undo it.
2) Friction - huge areas of friction, which will overwhelm the power produced.
3) complex shape of high-precision areas = ridiculously expensive to make. The hollow toroid, especially your non-circular version, would be much more expensive to make than boring a straight, circular hole in a cast block as in conventional IC engines. The fact that the engine block has to be both precision and very stiff to avoid flexing is a killer for this design.
4) Compression. If all the compression is being done by the turbo, as in a jet engine, then it is likely that a jet engine would be both more compact and less expensive for the same amount of power produced.
5) Reliability. The complexity and awkward shape will make it unreliable. Look at the trouble companies such as NSU and Mazda have had getting rotary engines to be reliable - which are very compact for the amount of power they produce and much simpler
6) Power V size, power V cost. I love fuel-efficient engines and I love making IC engines more fuel efficient. But even if this is more fuel-efficient for the amount of power produced, once all the friction and sealing issues have been resolved, there is virtually no market segment that would go for it. It would be too expensive for the amount of power produced and too big for the amount of power produced to be used in a moving vehicle.
But I commend you on the effort you put into thinking about it and demonstrating. Keep going, but remember the maxim of the retired mechanical engineer father: Rugged simplicity. At the end of the day, reliability turns out to be one of the most important qualities a mechanical device can have.