He received a patent for the use and method of obtaining lighting gas by dry distillation of wood or coal. This discovery was of great importance, primarily for the development of lighting technology. Very soon in France, and then in other European countries, gas lamps began to successfully compete with expensive candles. However, lighting gas was suitable not only for lighting.
Patent for gas engine design
Lenoir was not immediately successful. After it was possible to make all the parts and assemble the machine, it worked for quite a bit and stopped, because due to heating the piston expanded and jammed in the cylinder. Lenoir improved his engine by thinking over a water cooling system. However, the second launch attempt also ended in failure due to poor piston stroke. Lenoir supplemented his design with a lubrication system. Only then did the engine start running.
August Otto
The search for new fuel
Therefore, the search for a new fuel for the engine did not stop. internal combustion. Some inventors have tried to use liquid fuel vapor as gas. Back in 1872, the American Brighton tried to use kerosene in this capacity. However, kerosene did not evaporate well, and Brighton switched to a lighter petroleum product - gasoline. But in order for a liquid fuel engine to successfully compete with a gas engine, it was necessary to create special device for the evaporation of gasoline and obtaining combustible mixture him with air.
Brighton in the same 1872 came up with one of the first so-called "evaporative" carburetors, but he did not work satisfactorily.
Gas engine
Workable benzie new engine appeared only ten years later. Its inventor was the German engineer Gottlieb Daimler. For many years he worked in the firm Otto and was a member of its board. In the early 80s, he proposed to his boss a project for a compact gasoline engine that could be used in transport. Otto reacted coldly to Daimler's proposal. Then Daimler, together with his friend Wilhelm Maybach, made a bold decision - in 1882 they left the Otto company, acquired a small workshop near Stuttgart and began working on their project.
The problem facing Daimler and Maybach was not an easy one: they decided to create an engine that would not require a gas generator, would be very light and compact, but at the same time powerful enough to move the crew. Daimler expected to increase power by increasing the shaft speed, but for this it was necessary to ensure the required ignition frequency of the mixture. In 1883 the first Gas engine with ignition from a hot hollow tube open into the cylinder.
The first model of a gasoline engine was intended for an industrial stationary installation.
The process of evaporation of liquid fuel in the first gasoline engines left much to be desired. Therefore, the invention of the carburetor made a real revolution in engine building. Its creator is the Hungarian engineer Donat Banki. In 1893, he took out a patent for a jet carburetor, which was the prototype of all modern carburetors. Unlike his predecessors, Banki proposed not to evaporate gasoline, but to finely spray it into the air. This ensured its uniform distribution over the cylinder, and the evaporation itself took place already in the cylinder under the action of compression heat. To ensure atomization, gasoline was sucked in by an air flow through a metering jet, and the constancy of the mixture composition was achieved by maintaining constant level gasoline in the carburetor. The jet was made in the form of one or more holes in the tube, located perpendicular to the air flow. To maintain pressure, a small tank with a float was provided, which maintained the level at a given height, so that the amount of gasoline sucked in was proportional to the amount of incoming air.
The first internal combustion engines were single-cylinder, and in order to increase the power of the engine, the volume of the cylinder was usually increased. Then they began to achieve this by increasing the number of cylinders.
At the end of the 19th century, two-cylinder engines appeared, and from the beginning of the century, four-cylinder engines began to spread.
see also
Links
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The main device of any vehicle, including ground-based, is a power plant - an engine that converts various types of energy into mechanical work.
During historical development transport engines the mechanical work of the movement was carried out through the use of:
1) the muscular strength of humans and animals;
2) the forces of wind and water flows;
3) thermal energy of steam and various kinds gaseous, liquid and solid fuels;
4) electrical and chemical energy;
5) solar and nuclear energy.
Records of attempts to build self-propelled vehicles before-movements were already in the XV - XVI centuries. True, the power plants of these "vehicles" were the muscular strength of a person. One of the first fairly well-known self-propelled “muscle-powered” installations is a hand-operated carriage by a legless watchmaker from Nuremberg, Stefan Farfleur, which he built in 1655.
The most famous in Russia was the “self-running carriage”, built in St. Petersburg by the peasant L. L. Shamshurenkov in 1752.
This carriage, quite roomy for carrying several people, was set in motion by the muscular strength of two people. The first pedal metal bicycle, close in design to modern ones, was made by Artamonov, a serf in the Verkhotrussky district of the Perm province, at the turn of the 18th and 19th centuries.
The oldest power plants, though not transport ones, are hydraulic motors- water wheels driven by the flow (weight) of falling water, as well as wind turbines. The force of the winds has been used since ancient times for the movement of sailing ships, and much later for rotary ones. The use of wind in rotary ships was carried out with the help of vertical rotating columns that replaced the sails.
Appearance in the 17th century water engines, and later steam engines important role in the origin and development of manufactory production, and then the industrial revolution. .However, the great hopes of inventors self-propelled carriages on the application of the first steam engines for vehicles were not justified. The first steam self-propelled vehicle with a carrying capacity of 2.5 tons, built in 1769 by the French engineer Joseph Cagno, turned out to be very bulky, slow-moving and requiring mandatory stops every 15 minutes of movement.
Only at the end of the XIX century. in France, very successful samples of self-propelled crews with steam engines were created. Starting from 1873, the French designer Ademe Bolet built several successful steam engines. In 1882 appeared steam cars Dion-Buton,
and in 1887 - the cars of Leon Serpole, who was called the "apostle of steam." The flat-tube boiler created by Serpole was a very perfect steam generator with almost instantaneous evaporation of water.
Serpole steam cars competed with petrol cars in many races and high-speed competitions until 1907. At the same time, the improvement of steam engines as transport engines continues today in the direction of reducing their weight and size and increasing efficiency.
Perfection steam engines and the development of internal combustion engines in the second half of the 19th century. was accompanied by attempts by a number of inventors to use electrical energy for transport engines. On the eve of the third millennium, Russia celebrated the centenary of the use of urban ground electric transport- tram. A little over a hundred years ago, in the 80s of the XIX century, the first electric cars appeared. Their appearance is associated with the creation in the 1860s lead batteries. However, too large specific gravity and insufficient capacity did not allow electric vehicles to take part in competition with steam engines and gasoline engines. Electric vehicles with lighter and more energy-intensive silver-zinc batteries were also not found. wide application. In Russia, the talented designer I. V. Romanov created at the end of the 19th century. several types of electric vehicles with fairly light batteries.
Electric vehicles have rather high advantages. First of all, they are environmentally friendly, since they do not have any exhaust gases, have a very good traction characteristic and high accelerations due to the increasing torque with a decrease in the number of revolutions; use cheap electricity, are easy to operate, reliable in operation, etc. Today, electric vehicles and trolleybuses have serious prospects for their development and use in urban and suburban transport in connection with the need to radically solve problems to reduce environmental pollution.
Creation attempts piston engines internal combustion were undertaken as early as the end of the 18th century. So, in 1799, the Englishman D. Barber proposed an engine that ran on a mixture of air and gas obtained by distillation of wood. Another inventor of the gas engine, Etienne Lenoir, used lighting gas as fuel.
Back in 1801, the Frenchman Philippe de Bonnet proposed a gas engine project in which air and gas were compressed by independent pumps, fed into the mixing chamber and from there into the engine cylinder, where the mixture was ignited by an electric spark. The appearance of this project is considered the date of birth of the idea of electrical ignition of the air-fuel mixture.
The first stationary engine of a new type, operating on a four-stroke cycle with pre-compression of the mixture, was designed and built in 1862 by the Cologne mechanic N. Otto.
Almost all modern gasoline and gas engines to date operate on the Otto cycle (a cycle with heat input at a constant volume).
Practical application of internal combustion engines for transport crews started in the 70s and 80s. 19th century based on the use of gas and gasoline-air mixtures as fuel and pre-compression in the cylinders. Three German designers are officially recognized as the inventors of transport engines operating on liquid fractions of oil distillation: Gottlieb Daimler, who built a motorcycle with a gasoline engine according to a patent dated August 29, 1885;
Karl Benz, who built, according to a patent dated March 25, 1886, a three-wheeled carriage with a gasoline engine;
Rudolf Diesel, who received a patent in 1892 for an engine with self-ignition of a mixture of air and liquid fuel due to the heat released during compression.
It should be noted here that the first internal combustion engines operating on light fractions of oil distillation were created in Russia. So, in 1879, the Russian sailor I.S. Kostovich designed and in 1885 successfully tested an 8-cylinder gasoline engine of low mass and high power. This engine was intended for aeronautic vehicles.
In 1899, the world's first economical and efficient engine with compression ignition was created in St. Petersburg. The course of the working cycle in this engine differed from the engine proposed by the German engineer R. Diesel, who proposed to carry out the Carnot cycle with isothermal combustion. In Russia, for a short time, the design of a new engine, a compressorless diesel engine, was improved, and already in 1901 compressorless diesel engines designed by G.V. Trinkler were built in Russia, and those designed by Ya.V. Mamin were built in 1910.
Russian designer E. A. Yakovlev designed and built a motor vehicle with a kerosene engine.
Russian inventors and designers successfully worked on the creation of crews and engines: F. A. Blinov, Khaidanov, Guryev, Makhchansky and manyOther.
The main criteria in the design and manufacture of engines up to the 70s of the XX century. there was a desire to increase the liter capacity, and consequently, to obtain the most compact engine. After the oil crisis of 70 - 80 years. the main requirement was to obtain maximum efficiency. The last 10 - 15 years of the XX century. The main criteria for any engine are the ever-growing requirements and standards for the environmental cleanliness of engines and, above all, for a radical reduction in exhaust gas toxicity while ensuring good economy and high power.
Carburetor engines, which for many years had no competitors in terms of compactness and liter power, do not meet environmental requirements today. Even electronically controlled carburetors cannot meet modern requirements for exhaust gas toxicity in most engine operating modes. These requirements and the harsh conditions of competition in the world market quickly changed the type of power plants for vehicles and, above all, for passenger vehicles. Today various systems fuel injection with various control systems, including electronic ones, have almost completely replaced the use of carburetors on engines cars.
Radical restructuring of engine building by the largest automotive companies in the world in the last decade of the 20th century. coincided with the third period of inhibition Russian engine building. Due to the crisis in the country's economy, the domestic industry was not able to ensure the timely transfer of engine building to the production of new types of engines. At the same time, Russia has a good research background in creating promising engines and qualified personnel of specialists capable of quickly implementing the existing scientific and design groundwork in production. Over the past 8 - 10 years, fundamentally new prototypes of engines with an adjustable displacement, as well as with an adjustable compression ratio, have been developed and manufactured. In 1995, developed and implemented at the Zavolzhsky engine plant and at the Nizhne-Novgorod Automobile Plant microprocessor system fuel supply and ignition control, ensuring the implementation environmental standards EURO-1. Samples of engines with a microprocessor fuel supply control system and converters were developed and manufactured, satisfying environmental requirements EURO-2. During this period, NAMI scientists and specialists developed and created: a promising turbocompound diesel engine, a series of diesel and gasoline environmentally friendly clean engines traditional layout, engines running on hydrogen fuel, floating vehicles high cross with a gentle effect on the ground, etc.
Modern terrestrial species transport owe their development mainly to the use of reciprocating internal combustion engines as power plants. It is piston internal combustion engines that are still the main type of power plants, mainly used on cars, tractors, agricultural, road transport and construction machines. This trend continues today and will continue in the near future. The main competitors of piston engines are gas turbine and electric, solar and jet power plants- have not yet left the stage of creating experimental samples and small pilot batches, although work on their refinement and improvement as autotractor engines continues in many companies and firms around the world.
The development of the first internal combustion engine lasted almost two centuries, until motorists can recognize the prototypes modern motors. It all started with gas, not gasoline. Among the people who had a hand in the history of creation are Otto, Benz, Maybach, Ford and others. But, the latest scientific discoveries have turned the whole auto world upside down, since the wrong person was considered the father of the first prototype.
Leonardo had a hand here too
Until 2016, François Isaac de Rivaz was considered the founder of the first internal combustion engine. But, the historical discovery made by English scientists turned the whole world upside down. During excavations near one of the French monasteries, drawings were found that belonged to Leonardo da Vinci. Among them was a drawing of an internal combustion engine.
Of course, if you look at the first engines that Otto and Daimler created, you can find structural similarities, but they no longer exist with modern power units.
The legendary da Vinci was ahead of his time by almost 500 years, but because he was constrained by the technologies of his time, as well as financial opportunities, he could not design a motor.
Having studied the drawing in detail, modern historians, engineers and world-famous auto designers have come to the conclusion that this power unit could work quite productively. So, the Ford company began to develop a prototype internal combustion engine, based on the drawings of da Vinci. But the experiment was only half successful. The engine failed to start.
But, some modern improvements have allowed, nevertheless, to give life to the power unit. It remained an experimental prototype, but Ford still learned something for itself - this is the size of the combustion chambers for B-class cars, which is 83.7 mm. As it turned out, this perfect size for combustion air-fuel mixture for this class of motors.
Engineering and theory
According to historical facts, in the 17th century, the Dutch scientist and physicist Christian Hagens developed the first theoretical internal combustion engine based on gunpowder. But, like Leonardo, he was shackled by the technologies of his time and could not make his dream a reality.
France. 19th century. The era of mass mechanization and industrialization begins. At this time, it is just possible to create something incredible. The first who managed to assemble an internal combustion engine was the Frenchman Nicéphore Niépce, which he named Piraeofor. He worked with his brother Claude and they have been together until creation of ICE presented several mechanisms that did not find their customers.
In 1806, the presentation of the first motor took place at the French National Academy. He worked on coal dust and had a number of design flaws. Despite all the shortcomings, the motor received positive reviews and recommendations. As a result, the Niepce brothers received financial assistance and an investor.
The first engine continued to develop. A more advanced prototype was installed on boats and small ships. But this was not enough for Claude and Nicephore, they wanted to surprise the whole world, so they studied various exact sciences in order to improve their power unit.
So, their efforts were crowned with success, and in 1815 Nicephore finds the works of the chemist Lavoisier, who writes that "volatile oils", which are part of petroleum products, can explode when interacting with air.
1817. Claude travels to England in order to obtain a new patent for the engine, as France was about to expire. At this point, the brothers separate. Claude begins to work on the motor on his own, without notifying his brother, and demands money from him.
Claude's developments were confirmed only in theory. The invented engine did not find wide production, therefore it became part of the engineering history of France, and Niepce was immortalized with a monument.
The son of the famous physicist and inventor Sadi Carnot published a treatise that made him a legend in the automotive industry and makes him famous all over the world. The work consisted of 200 copies and was called "Reflections on the driving force of fire and on machines capable of developing this force" published in 1824. It is from this moment that the history of thermodynamics begins.
1858 Belgian scientist and engineer Jean Joseph Etienne Lenoir collects two stroke engine. The distinguishing elements were that it had a carburetor and the first ignition system. The fuel was coal gas. But, the first prototype worked for only a few seconds, and then failed forever.
This happened because the motor did not have lubrication and cooling systems. With this failure, Lenoir did not give up and continued to work on the prototype, and already in 1863 the engine, installed on a 3-wheeled car prototype, drove the historical first 50 miles.
All these developments marked the beginning of the era of the automotive industry. The first internal combustion engines continued to be developed, and their creators immortalized their names in history. Among these were the Austrian engineer Siegfried Markus, George Brighton and others.
The wheel is taken by the legendary Germans
In 1876, German developers begin to take over, whose names are ringing loudly these days. The first to be noted was Nicholas Otto and his legendary Otto cycle. He was the first to develop and construct a prototype 4-cylinder engine. After that, already in 1877, he patented a new engine, which underlies most modern engines and aircraft of the early 20th century.
Another name in automotive history that many people know today is Gottlieb Daimler. He and his friend and brother in engineering, Wilhelm Maybach, developed a gas-based motor.
1886 was a turning point, since it was Daimler and Maybach who created the first car with an internal combustion engine. The power unit was named "Reitwagen". This engine was previously installed on two-wheeled vehicles. Maybach developed the first carburetor with jets, which also operated for quite a long time.
To create a workable internal combustion engine, great engineers had to combine their strengths and minds. So, a group of scientists, which included Daimler, Maybach and Otto, began to assemble motors two pieces a day, which at that time was high speed. But, as always happens, the positions of scientists in improving powertrains diverged and Daimler leaves the team to found his own company. As a result of these events, Maybach follows his friend.
1889 Daimler founds the first automobile manufacturer, Daimler Motoren Gesellschaft. In 1901, Maybach assembles the first Mercedes, which laid the foundation for the legendary German brand.
Another no less legendary German inventor is Karl Benz. His first engine prototype was seen by the world in 1886. But, before the creation of his first motor, he managed to found the company "Benz & Company". Further history just amazing. Impressed by the developments of Daimler and Maybach, Benz decided to merge all the companies together.
So, first "Benz & Company" merges with "Daimler Motoren Gesellschaft", and becomes " Daimler-Benz". Subsequently, the connection also affected Maybach and the company became known as Mercedes-Benz.
Another significant event in the automotive industry happened in 1889, when Daimler proposed the development of a V-shaped power unit. His idea was picked up by Maybach and Benz, and already in 1902 V-engines began to be produced on aircraft, and later on cars.
Automotive founder father
But, whatever one may say, the largest contribution to the development of the automotive industry and auto engine development was made by the American designer, engineer and just a legend - Henry Ford. Its slogan: "A car for everyone" found recognition among ordinary people which attracted them. Having founded the Ford company in 1903, he not only set about developing a new generation of engines for his Ford A car, but also gave new jobs to ordinary engineers and people.
In 1903, Ford was opposed by Selden, who claimed that the former was using his engine development. The lawsuit lasted as long as 8 years, but at the same time, none of the participants could win the process, since the court decided that Selden's rights were not violated, and Ford uses its own type and design of the motor.
In 1917, when the United States entered the first world war, Ford begins development of the first heavy engine for trucks with increased power. So, by the end of 1917, Henry presents the first gasoline 4-stroke 8-cylinder Ford M power unit, which began to be installed on trucks, and later during the 2nd World War on some cargo aircraft.
When other automakers were having a hard time better times, then the Henry Ford company flourished and had the opportunity to develop new engine options that were used among a wide car series Ford cars.
Conclusion
In fact, the first internal combustion engine was invented by Leonardo da Vinci, but this was only in theory, since he was shackled by the technologies of his time. But the first prototype was put on its feet by the Dutchman Christian Hagens. Then there were the developments of the French Niepce brothers.
But, nevertheless, internal combustion engines received mass popularity and development with the developments of such great German engineers as Otto, Daimler and Maybach. Separately, it is worth noting the merits in the development of engines of the father of the founder of the auto industry - Henry Ford.
The first truly workable Internal Combustion Engine (ICE) appeared in Germany in 1878. But the history of the creation of the internal combustion engine has its roots in France. IN 1860 French inventor Ethwen Lenoir invented first internal combustion engine. But this unit was imperfect, with low efficiency and could not be put into practice. Another French inventor came to the rescue Beau de Rocha, who in 1862 suggested using a four-stroke cycle in this engine:
1. suction
2. compression
3. combustion and expansion
4. exhaust
It was this scheme that was used by the German inventor Nikolaus Otto built in 1878. the first four-stroke internal combustion engine, The efficiency of which reached 22%, which significantly exceeded the values obtained when using engines of all previous types.
The first car with a four-stroke internal combustion engine was a three-wheeled carriage by Karl Benz, built in 1885. A year later (1886) a variant appeared
No matter how the engineers of the XVIII-XIX centuries tried. increase the efficiency of the steam engine, it still remained too low. Engine that releases steam environment, in principle, could not have an efficiency of more than 8-10% (for example, for Watt's steam engine it was only 3-4%). Although more powerful steam plants successfully used in industry, railway and water transport, they could not be used for cars.
Today's record holders
The most powerful modern engine internal combustion is considered the Wartsila-Sulzer RTA96-C. It has dimensions of 27 by 17 m and develops a capacity of about 109 thousand liters. With. This unit runs on fuel oil and is used in shipbuilding. The title of the most powerful automobile engine is claimed by the engine installed on the American supercar Vector WX-8. Its power is 1200 hp. With. (although in the press there is a figure of 1850 hp).
The low power output of steam engines is explained by the stepwise process: the water heated during the combustion of fuel turns into steam, the energy of which is converted into mechanical work. Therefore, steam engines are classified as engines. external combustion. And what happens if you use directly the internal energy of the fuel?
The first who began experiments with an internal combustion engine was a Dutch physicist of the 17th century. Christian Huygens. Among his many discoveries and inventions, the never-realized black powder engine project was completely lost. In 1688, the Frenchman Denis Papin used the ideas of Huygens and designed a device in the form of a cylinder in which a piston moved freely. The piston was connected by a cable thrown over the block with a load, which also rose and fell after the piston. Gunpowder was poured into the lower part of the cylinder and then set on fire. The resulting gases, expanding, pushed the piston up. After that, the cylinder and piston were poured with water from the outside, the gases in the cylinder cooled, and their pressure on the piston decreased. Piston under action own weight and atmospheric pressure fell, while raising the load. Unfortunately, for practical purposes similar engine was not good: the technological cycle of its work was too complicated, and in use it was quite dangerous.
As a result, Papin abandoned his idea and took up steam engines, and the next more or less successful attempt to design an internal combustion engine was made 18 years later by the Frenchman José Nicephore Niépce, who became famous as the inventor of photography. Together with his brother Claude Niepce, he invented boat engine using coal dust as fuel. Called by the inventors "pyreolophore" (translated from Greek as "carried by a fiery wind"), the engine was patented, but it was not possible to introduce it into production.
A year later, the Swiss inventor Francois Isaac de Rivaz received a patent in France for a carriage driven by an internal combustion engine. The engine was a cylinder in which hydrogen produced by electrolysis was ignited. During the explosion and expansion of the gas, the piston moved up, and when moving down, it actuated the belt pulley. The war de Rivaz was an officer in the Napoleonic army prevented him from completing work on the invention, which later gave life to a whole family of hydrogen engines.
A few years earlier, the French engineer Philippe Lebon had come very close to creating a pretty efficient engine internal combustion, running on lighting gas, a mixture of combustible gases, mainly methane and hydrogen, obtained during the thermal processing of coal.
Unknown artist. Portrait of Denis Papin. 1689
American cars of the 1930s
Back in 1799, Lebon received a patent for a method for producing lighting gas by dry distillation of wood, and a few years later he developed an engine project that included two compressors and a mixing chamber. One compressor was supposed to pump compressed air into the chamber, the other compressed light gas from the gas generator. The gas-air mixture entered the working cylinder, where it ignited. The engine was double action, i.e., the working chambers operating alternately were located on both sides of the piston. In 1804, the inventor died without having time to bring his idea to life.
In subsequent years, many inventors repelled from Lebon's thought, some even received patents for their engines, for example, the British Brown and Wright, who used a mixture of air and lighting gas as fuel. These engines were quite bulky and dangerous to operate. Foundation for creating a lung and a compact engine was founded only in 1841 by the Italian Luigi Cristoforis, who built an engine operating on the principle of "compression-ignition". Such an engine had a pump that supplied a flammable liquid kerosene as fuel. His compatriots Barzanti and Mattocci developed this idea and in 1854 presented the first real engine internal combustion. He worked on a mixture of air with lighting gas and had water cooling. Since 1858, the Swiss company Escher-Wyss began to produce it in small batches.
At the same time, the Belgian engineer Jean Etienne Lenoir, starting from the developments of Le Bon, after several unsuccessful attempts, created his own engine model. A very important innovation was the idea of ignition air-fuel mixture with an electric spark. Lenoir also proposed a water cooling system and a lubrication system for best move piston. The efficiency of this engine did not exceed 5%, it consumed fuel inefficiently and heated up too much, but it was the first commercially successful project of an internal combustion engine for industrial needs. In 1863, they tried to install it on a car, but the power was 1.5 liters. With. was not enough to move. Having received a fair amount of income from the release of his engine, Le Noir stopped working on improving it, and it was soon forced out of the market by more successful models.
Internal combustion engine J. E. Lenoir.
In 1862, the French inventor Alphonse Beau de Rocha patented a fundamentally new device, the world's first internal combustion engine, in which the working process in each of the cylinders was completed in two revolutions crankshaft, i.e., in four strokes (cycles) of the piston. However, it never came to commercial production of a four-stroke engine. At the Paris World Exhibition of 1867, representatives of the plant gas engines Deutz, founded by engineer Nicholas Otto and industrialist Eugène Langen, demonstrated an engine designed using the Barzanti Mattocci principle. This unit created less vibration, was lighter and therefore soon replaced the Lenoir engine.
The cylinder of the new engine was vertical, the rotating shaft was placed above it on the side. Along the axis of the piston, a rail connected to the shaft was attached to it. The shaft lifted the piston, a vacuum formed under it and a mixture of air and gas was sucked in. The mixture was then ignited with an open flame through a tube (Otto and Langen were not experts in electrical engineering and abandoned electric ignition). During the explosion, the pressure under the piston increased, the piston rose, the volume of gas increased, and the pressure fell. The piston, first under gas pressure, and then by inertia, rose until a vacuum was again created under it. Thus, the energy of the burnt fuel was used in the engine with maximum efficiency, the efficiency of this engine reached 15%, i.e., it exceeded the efficiency of the best steam engines of that time.
Operating cycle of a four-stroke internal combustion engine.
A. Inlet working mixture. Piston (4) moves down; through inlet valve(1) Combustible mixture enters the cylinder. B. Compression. Piston (4) moves up; inlet (1) and outlet (3) valves are closed; the pressure in the cylinder and the temperature of the working mixture increase. 6. Working stroke (burning and expansion). As a result of the spark discharge of the spark plug (2), the mixture in the cylinder is rapidly burned; gas pressure during combustion acts on the piston (4); piston movement is transmitted through piston pin(5) and connecting rod (6) on crankshaft(7), causing the shaft to rotate. G. Release of gases. Piston (4) moves up; Exhaust valve(3) open; exhaust gases from the cylinder enter the exhaust pipe and further into the atmosphere.
Otto, unlike Lenoir, did not stop there and stubbornly developed success, continuing to work on his invention. In 1877 he was granted a patent for a four-stroke spark ignition engine. This four-stroke cycle is currently used as the basis for the operation of most gasoline and gas engines. A year later, the novelty was put into production, but at the same time a scandal erupted. Otto was found to have infringed Beau de Roche's copyright, and after litigation, Otto's monopoly on the four-stroke engine was cancelled.
The use of lighting gas as a fuel greatly narrowed the scope of the first internal combustion engines. There were few gas plants even in Europe, and in Russia there were only two at all in Moscow and St. Petersburg. Back in 1872, the American Brighton, like earlier Christophoris, tried to use kerosene as a fuel, but then switched to a lighter petroleum product, gasoline.
In 1883, a gasoline engine appeared with ignition from a hot hollow tube open into the cylinder, invented by German engineers Gottlieb Daimler and Wilhelm Maybach, former employees of the Otto company. However, a liquid fuel engine could not compete with a gas engine until a device was created to vaporize gasoline and produce a combustible mixture with air. The jet carburetor, the prototype of all modern carburetors, was invented by the Hungarian engineer Donat Banki, who in 1893 received a patent for his device. Banks suggested that instead of evaporating gasoline, finely disperse it in the air. This ensured a uniform distribution of gasoline over the cylinder, and evaporation occurred under the action of compression heat already in the cylinder.
Initially, internal combustion engines had only one cylinder, and in order to increase engine power, it was necessary to increase its volume. However, this could not continue indefinitely, and as a result had to resort to increasing the number of cylinders. At the end of the XIX century. the first two-cylinder engines appeared, four-cylinder engines began to spread from the beginning of the 20th century, and now you will not surprise anyone with twelve-cylinder ones. The improvement of engines is mainly in the direction of increasing power, however circuit diagram stays the same.
Two-cylinder engine G. Daimler, view in two projections.
When Rudolf Diesel was developing his own engine design more than a century ago, he could not imagine that diesel engines can be so sensitive to fuel quality. After all, Diesel saw the advantage of his motor precisely in the fact that he could work on anything, from coal dust to processed cornmeal. Modern fuel-injected turbodiesels require only well-cleaned diesel fuel with low sulfur content. That is why many foreign automakers hesitated until recently to sell their diesel models in Russia.
R. Diesel.
R. Diesel engine.
