Comments by "John Cunningham" (@johncunningham4820) on "You May Not Like It But this Is What Peak Combustion Technology Looks Like - Rotary Vane Engine" video.

Pretty well the Exact same problems in ANY engine . Piston Rings and Periphery Seals live in that same , Low lubrication , High Scuff environment that the Vanes would be dealing with , so SIMILAR SOLUTIONS . Micro porosity in the Chamber wall to retain an Oil film and Correct choice of Materials for the Chamber surface and Vanes . The centrifugal forces in the Rotor would provide sufficient Oil pressure to deal with peripheral oiling without the need for an Oil Pump . Rotor just needs Roller Bearings and LP oil supply . Just simply provide small gallery ways through the Rotor assembly that lead to the Vanes . Only need to be quite tiny And a tiny amount of Chamber Bleed would not really matter considering the Cycles adjacent to each . Another Engineer speaking here .
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@BionicBurke . Umm , the Vanes do Not necessarily need to be straight out at 90 degrees . Think on that . The Graphic was a Infographic on the Concept . NOT a Fucking Blueprint .
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@Wavy_Gravy . Pretty sure OP knows more than you do . Correctly built this thing would NOT need peripheral oiling like Wankel of conventional Two-Stroke . And what does an " Engine Concept " have to do with " RACING " at the conceptual stage ? Getting the thing actually built and RUNNING reliably is the First order of business . Get THAT organised and " Tuners " will come along later .
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@Bryan-Hensley . Rotary VALVES are completely different . The Vanes could perhaps be held in place using an Oiling system similar to a Hydraulic Lifter or Oil fed Cam-chain Tensioner but use an internal Bleed-back into the Rotor . Chrome Piston Rings running in Iron Bores last a LONG time , and Oiling is minimal . And also , the ROTOR being far larger , will expand MORE than the Vanes . They aren't going to bind at High Temps . More likely to get Tight when COLD . Whole thing just needs Careful engineering .
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@wayneperryman4146 . There are no " Valves " . There are Two Ports . One IN the other OUT . Two-stroke engine Piston rings don't snag on the Exhaust or Transfer ports . Why ? Because there is a slight Chamfer on the edge of the Port . That was a " No Idea " question .
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@MJBAKANemoStrong . The " Seal " would be achieved by a molecular thickness Oil Film on the Chamber wall . Basically how a LOT of the actual Sealing of a Piston Ring works . Clearances in Deci-Microns .
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Pretty sure he Already DID .
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@EdBoi18 . i am 99% sure this would work . Most of the Engineering challenges are already solved . This only needs Low Oil Pressure . Roller Bearings on the Rotor and a slight oil feed through the Rotor under the Vanes . Centrifugal Force would provide MOST of the Sealing Pressure . Tangential Vanes , of course . Deeply set in the Rotor .
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@putinslittlehacker4793 . Yes , obviously there would be Oil Bleeding to do after Servicing . But that's true of Conventional Engines too . The Oiling system would actually be pretty simple in something like this Design though , and Centrifugal Force basically IS the backlash adjustment . Also a bit of Air may not present that much of a Problem , since the Rotor should be on Roller Bearings and the Oil pressure quite Low but voluminous for Rotor Cooling . I think the Vanes should be " Mounted " tangentially in DEEP grooves and 6 -7 mm thick . Thicker than the Actual Peak distance between the Rotor and Chamber and Ends Chamfered to match the Chamber wall . This Engine doesn't need to produce Massive " Bangs " since it will produce FOUR PER REVOLUTION . I think it will have a VERY optimum Speed and be less effective out of that range . That would make it Ideal for Hybrid Drives .
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Vane Engine has FOUR . Per rotation .
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I am ASTONISHED at the number of people who really don't " Get " this . Only 5 moving parts . And a LOT of the Engineering and Metallurgical challenges have already been solved in Other Heat Engines . People seem to be mistaking an Infographic , to demonstrate a concept , for a Blueprint . Very Common thing here . The ACTUAL dimension changes in a REAL engine would be quite Small . Think 6 inch rotor and chamber 6 1/2 inches tall and 6 1/8 wide . Vanes TANGENTIALLY in the rotor 3 1/2 inches deep . Simple Centrifugal force would do MOST of the Work pushing the Vanes Outward . An Engine that requires VERY LITTLE oil pressure , to minimise the Wankel Problem . The design is Sound .
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@Chastity_Belt . Hmm . Firstly , Production Tolerances . Ever heard of those ? Secondly , Metallurgy . Ever heard of that either ? Moving Parts you say ? What ? All 5 of them ? A LOT of the Engineering issues have already been solved in other Configurations . A Piston Engine gets Hot at the Top but the Bottom of the Block stays cold , by your logic . Does this make Blocks crack in half longitudinally ? NO , it doesn't . Heat tends to " Soak " from Hot areas to Cold ones . The thing that cops a beating due to Differential Heat is HEAD GASKETS . Wankels get Hot on one side but not the other . Heat Soaks away . Cooling Jackets DO NOT distribute Heat , they take it away . All 'round , Poorly Pondered .
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@billyjoelization . Well now , since the Rotor itself will need to be cooled as well , and I suspect this Engine would only need Very low Oil pressure , a Very high volume , Low pressure Oil pump could flood a large cavity inside the rotor and some tiny Capillary holes could feed oil Under the vanes . And then separately using some much larger galleries , forming a ring , interconnect the Vane Slots to each other . Thereby , the Vanes being pushed in will discharge their Oil towards the ones that are Extending . And the Large Oil flow would extract Waste Heat from the whole assembly to an Oil Cooler . The whole assembly would run at ambient Oil Pressure , with some self evident fluctuations . Just a thought .
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@411bvRGiskard . Reasonable thinking , but No . The Vanes need to be a Close sliding fit into a Groove for Sealing purposes .
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@bftjoe . Simple . I DON'T OWN A MACHINE SHOP . Plus , as I have already pointed out , the Engineering Challenges have all already been solved .
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@lassikinnunen . Actually there have been plenty of Vane Type Water pumps used in automotive and other applications and Superchargers don't actually seal solidly at the Rotor Edges . Just a Close Fit without contact . They depend on Mass flow and Inertia . The Vanes in this Engine DO NOT have to be Thin . They could be 6 -8 mm thick and also be Deeply embedded in the Rotor in a Tangential arrangement , pointing AWAY from the direction of rotation . " Leaning INTO the fire " so to speak . In actual operation the Gaps and Clearances would be quite small in the Swept Volume . I can also envision Efficiency gains by " Profiling " the different Sectors of the Swept Volume as well . Centrifugal Force would do most of the Work holding the Vanes to the Chamber surface and Compressional or Combustion forces would Tighten the seal as required at those stages . And actual Peripheral Seal efficiency could perhaps be further enhanced by some means Resembling Keystone or Dykes type Compression Rings in a conventional engine . Of course there would be some Fresh Engineering challenges , but 90 -95% are already Solved in Other Engines development .
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@ihavethedocuments2580 . No Oil goes in the Combustion Chamber of a Piston Engine you say . Bull - SHIT . Trace amounts always go through the Fire . It's essential or the Thing will seize in short order . Oil control is a MAJOR part of Engine design .
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@tturi2 . Thanks for your Two Cents worth . NO , the Chamber has a Bloody Big Drum stuck down the middle .
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@danalmighty8248 . Ammonia is NOT a combustible . It can liberate some Hydrogen is introduced into an Existing Flame . And also increases NOx production .
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@JJFX- . Yeah annoying isn't it . I 've already said the same earlier . Stupid People that come here to try and LEARN something , then they Fail to comprehend the Principle , so therefore , obviously , the Idea is Rubbish and Flawed , not them . Mistaking an Infographic for an Actual Fucking Blueprint is common on this channel . 🤣.
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@oluskloc . Same as ANY other Engine . Or potentially MUCH better , because of the possibility of getting a COMPLETED burn .
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@bftjoe . Well , existing Wankels for starters . And Seal Tech is covered by those AND anything with Piston Rings . Sorry , I'm unable to find an Emoji for either of those to Post for you . Sliding Vanes are OLD TECH . Just comes down to Materials Science there . The Forging and Machining of the Chamber and Rotor components is basic and simple . Aluminium with a Nikasil Coating would be perfect for the Chamber and the Rotor assembly as well . A heavily Splined , Shrink Fit Steel Shaft through the centre for Drive output . Keeping it All Aluminium would keep Expansion rates consistent . Could you stop being an Irrelevant " Pain in the Arse " please . The FACT that you don't actually understand the Concept OR the Existing Engineering that applies , IS NOT MY FAULT . It's a YOU Problem . OK . We good now ?
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@JJFX- . Yeah , annoying isn't it . Dumb people that come here to try and Learn New Things , but when they Fail to comprehend the principle explained the Concept is , of course , Flawed or Fake or Fallacious , and they get abusive and dismissive rather than considering the Problem is Really them and their Closed Minds . It is VERY frequent on this channel that the Less Bright ones confuse an Infographic for an actual Blueprint .
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@billyjoelization . The Oil Pressure Relief / transfer ports would have to be quite large to keep response time good and there would need to be a couple of Tiny Bleedback ports somewhere to reunite that ostensible trapped oil back into the Main system . To keep it clean and to provide for potential OverPressure events .
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@DerSpeggn . I saw that commentary . He was referring to the ENDS of the Vanes next to the Sidewalls / Endplates . True , in use , modern tech . Machining tolerances are that good these days .
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@bftjoe . This type of Motor IS already in use . As Air-Motors and Various types of Vane Pumps , for Gases and Liquids . It's a PROVEN Technology that's been around for a REALLY long time and is extremely reliable . This idea is just a " Next Logical Step " Concept . I mean ALL engines are , at the bottom line , simply AIR PUMPS . There is absolutely NOTHING about this idea that is " Too Hard " . D4A said during the Video that these do Not exist right now , and I reiterated that to you as well Earlier . Did you ignore the Comment ? Anyways... I too am surprised SOMEONE ISN'T building these already . Maybe someone tried and the Oil Industry jumped on it and " Suppressed " the shit out of it . THAT has happened before you know . Big Oil HATES super efficient Heat Pump designs . They undercut their profits . So tell me , why are you becoming Irrational , and in fact Insulting ? Answer me THAT .
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@bftjoe . They ALL run on the Same Principle . Of course they are not all Identical , but BUILT FOR PURPOSE . I am a Former Naval Engineer . Retired person these days . So what are YOUR credentials ? Oh , and are you going to answer my Specific Question ?
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@bftjoe . You haven't told me YOUR actual area of Expertise . How you Feed Yourself . All you seem capable of , is spitting Vitriol . Are you REALLY that insecure . The fact that you state something fallacious doesn't make that SO . You seem to really be incapable of the slightest bit of Lateral Thinking . And you HAVE BEEN TOLD MULTIPLE TIMES THAT THIS IS A CONCEPTUAL ENGINE , NOT CURRENTLY IN PRODUCTION , which you " Choose " to conveniently Ignore so you can pursue " Your Narrative / Agenda " . Are you actually a Russian Propagandist , taking a break from the News Channels ? SO , AGAIN , what's your Work Background ?
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@DirkLarien . Yeah , Exactly . An Engine with FIVE moving parts . And , Yes , probably an EXCELLENT platform for a Generator/Capacitor bank Hybrid . Surely a Worthy Project/Concept to pursue , especially in " Today's " Greenwashing political environment .
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Agreed . I think Compression Ratio would not be an issue to achieve with this layout .
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@American-Motors-Corporation . I agree with almost ALL you said there . But , in terms of it's operation , a Wankel IS a Two-Stroke Engine complete with requiring Oil Infected Peripheral Oiling . Whereas This " Contraption " IS a Linear 4-Stroke . The Wankel's emission problems revolve around that issue . I think this Engine , properly engineered , etc , will produce a Complete Fuel Burn , at relatively low combustion temperatures which is considered the " Gold Standard " in terms of emissions . The EPA have been granted FAR too much Autonomy AND Autocracy . They are the ones Pressuring Governments in this " Greenwashing " EV direction . Electric Vehicles are a SCAM being perpetrated on the Public . They are certainly No Greener at all . The majority of them are going to run on Coal Fired Electricity . Just " relocating " the CO2 into someone else's backyard . And car companies , obviously , run on Market Fashion . Yes , they are producing Shit-tons of EV's . That they CAN'T SELL . Too expensive . And quite Frankly those Batteries are F-ing DANGEROUS Bombs ,just waiting to go off . Don't misunderstand , I am all FOR Emissions reduction . But please - - - - can we have some RATIONAL discussion on the matter , rather than Reactionary B/S . I do suspect this Engine concept probably WAS tried , but maybe current Technology couldn't come up with answers for an Air-Motor with FIRE inside it . Therefore , suppressed and forgotten . Modern Machining and Materials Science has already produced answers to the Bulk of the Issues I believe . Mazda would have no " Patent Rights" of any kind . This thing has more in common with a Sarich Orbital than a Wankel . I've run out of Steam here . An Industrial Revolution Problem . 🤣. Yon put a Great and Broad-Based take on it . Good talking with you .
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@BlacKi-nd4uy . A Wankel gets by with some Oil cooling through the Cavity in the Rotor and Water Jackets on the Casing . This is Completely Similar in structure . And I think the Cycling up and down / In and Out , of the Vanes Twice every revolution would probably keep them clean . Also , no PCV issues with this , there isn't a Crankcase . Any Blow-by is completely internal anyway .
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@MrDuncl . Ummmmmmmmmm , yes , you do . And A-frame Two-stroke has that too . Whereas a Wankel or a Crankcase Transfer Two-stroke need peripheral lubrication . Why are you pointing that out ?
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@bftjoe Hmmm . You . A G A I N . 😔. 4th or 5th time saying this . I do Not have access to an Engineering Workshop these days . Retired . Living in a small , easy to maintain Unit . I am DONE with working . But , of course , You will ignore that , yet again . Right ? The Fact that you can't comprehend how this concept works is a YOU problem . Not a ME problem . I could have simply Lied here , and said I'm currently working on a " Proof of Concept " build , which would have shut you up . Instead , I would rather you just pull your head in . Do Not Address Me Again . Good Bye .
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@James-rl5tj . I tend to think centrifugal force would take care of Most of it .
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