Benzie new engine internal combustion firmly entered our life and will remain in it for an indefinite time. Development of alternative fuel technologies suggests that in some future the gasoline engine will ultimately become only history, but its potential, according to experts, is only 75 percent exhausted, which makes it possible to call the gasoline internal combustion engine at the moment one of the main types of engines in Russia. in the world.

Invention gasoline engine Like many other modern things, without which existence today is unthinkable, it happened due, in general, to an accident, when in 1799 the Frenchman F. Le Bon discovered a luminous gas - a mixture of hydrogen, carbon monoxide, methane and some other combustible gases. As its name suggests, luminescent gas was used for lighting fixtures that replaced candles at the time, but Le Bon soon found other uses for it. Studying the properties of the gas found, the engineer noticed that its mixture with air explodes, releasing a large amount of energy that can be used in the interests of a person. In 1801, Le Bon patented the first gas engine, consisting of two compressors and a combustion chamber. Essentially, Le Bon's gas engine became the primitive prototype of the modern internal combustion engine.

It should be noted that attempts to put the thermal energy of the explosion at the service of humanity were made long before the birth of Le Bon. Back in the 17th century, the Dutch scientist Christian Huygens used gunpowder to drive water pumps that deliver water to the gardens of the Palace of Versailles, and the Italian physicist Alessandro Volta in the late 1880s invented an "electric gun" in which an electric spark ignited a mixture of hydrogen and air, firing a piece of cork from the barrel.

In 1804, Le Bon died tragically and the development of internal combustion technology stopped for a while, until the Belgian Jean Etienne Lenoir figured out how to use the principle electric ignition sweep in gas engine to ignite. After several unsuccessful attempts, Lenoir managed to create a working internal combustion engine, which he patented in 1859. Unfortunately, Lenoir turned out to be more of a businessman than an inventor. After releasing several hundred of his motors, he earned a pretty decent amount of money and stopped further improvement of his invention. However, the Lenoir engine, used to drive locomotives, road crews, ships and stationary, is considered the first ever working internal combustion engine.

In 1864, German engineer August Otto received a patent for his own model of a gas engine, the efficiency of which reached 15 percent, that is, it was not only more efficient than the engine Lenoir, but also more efficient than any steam unit that existed at that time. Together with the industrialist Langen, Otto created the company "Otto and Company", whose plans included the production of new motors, of which about 5,000 copies were produced. In 1877, Otto patented a four-stroke internal combustion engine, however, as it turned out, the four-stroke cycle was invented several years before that date by the Frenchman Beau de Roche. A litigation between these engineers ended in defeat for Otto, with the result that his monopoly rights to the four-stroke cycle were revoked. Nevertheless, the design of the Otto engine was in many ways superior to the French counterpart, which predetermined its success - by 1897, 42,000 such engines of various capacities had already been produced.

Luminaire gas as a fuel for internal combustion engines significantly narrowed the area of ​​their application, so engineers from different countries constantly searched for a new, more affordable fuel. One of the first inventors to use gasoline as a fuel for internal combustion engines was the American Brighton, who developed the so-called "evaporative" carburetor in 1872. However, his design was so flawed that he abandoned his attempts.

Only ten years after the invention of Brighton, a workable internal combustion engine was created that runs on gasoline. Gottlieb Daimler, a talented German engineer who worked for Otto's firm, back in the early 80s of the 19th century, proposed to the chief a design he himself developed for a gasoline engine that could be used on road transport, however, Otto rejected his undertakings. In response, Daimler and his friend Wilhelm Maybach resigned from Otto & Company and started their own business. The first Daimler-Maybach gasoline engine appeared in 1883 and was intended for stationary installation. Ignition in the cylinder came from a hollow red-hot tube, but in general, the design of the engine left much to be desired precisely because of the unsatisfactory ignition, as well as the process of gasoline evaporation.

At this stage, a simpler and reliable system vaporization of gasoline, which was invented in 1893 by the Hungarian designer Donat Banki. He invented the carburetor, which became the prototype carburetor systems known today. Banks proposed a revolutionary idea for those times - not to evaporate gasoline - but to spray it evenly over the cylinder. The air stream sucked in gasoline through a metering nozzle made in the form of a tube with holes. The flow was maintained by means of a small reservoir with a float providing a constant proportional mixture of air and gasoline.

From that moment in history, the development of the internal combustion engine went on the rise. The first carburetor motors had only one cylinder. The increase in power was achieved by increasing the volume of the cylinder, however, by the end of the century, two-cylinder engines began to appear, and at the beginning of the 20th century, four-cylinder engines began to gain popularity.

The main device of any vehicle, including ground-based, is the power plant - an engine that converts various types of energy into mechanical work.

In the course of the historical development of 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 strength of the wind and water flows;

3) thermal energy of steam and various types of gaseous, liquid and solid fuels;

4) electrical and chemical energy;

5) solar and nuclear power.

Records of attempts to build self-propelled vehicles were already in the 15th - 16th centuries. True, the power plants of these "vehicles" were the muscular strength of a person. One of the first well-known self-propelled units with a "muscle engine" is a sidecar with manual drive the legless watchmaker from Nuremberg Stefan Farfler, which he built in 1655.

The most famous in Russia is the "self-running carriage" built in St. Petersburg by the peasant L. L. Shamshurenkov in 1752.

This stroller, quite spacious for carrying several people, was propelled by the muscular power of two people. The first pedal metal bicycle, similar in design to modern ones, was made by the serf of the Verkhotrusky district of the Perm province Artamonov at the turn of the 18th and 19th centuries.

The oldest power plants, however, not transport-mi, are hydraulic motors- water wheels driven by the flow (weight) of falling water, as well as wind turbines. The power 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 vessels was carried out using vertical rotating columns that replaced the sails.

Appearance in the 17th century. water engines, and later steam engines played an important role in the birth and development of manufacturing, and then the industrial revolution. .However, the great hopes of inventors self-propelled crews on the use of the first steam engines for vehicles were not justified. The first steam self-propelled gun with a carrying capacity of 2.5 tons, built in 1769 by the French engineer Joseph Caño, turned out to be very cumbersome, slow-moving and requiring obligatory stops every 15 minutes of movement.

Only at the end of the 19th century. in France, very successful samples of self-propelled carriages with steam engines were created. Beginning in 1873, the French designer Ademe Bole built several successful steam engines. In 1882 appeared steam cars Dion-Bouton,

and in 1887 - the cars of Leon Serpole, who was called the "apostle of the couple". Serpole's flat-tube boiler was a highly sophisticated steam generator with almost instantaneous water evaporation.

Serpole steam cars competed with petrol cars in many races and high-speed competitions up to 1907. At the same time, the improvement of steam engines as transport engines continues today in the direction of reducing their weight and dimensions and increasing the efficiency.

Improvement of steam engines and development of internal combustion engines in the second half of the 19th century. 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 land electric transport- tram. A little over a hundred years ago, in the 1880s, the first electric cars appeared. Their appearance is associated with the creation of lead-acid batteries in the 1860s. However, too high specific gravity and insufficient capacity did not allow electric vehicles to compete with steam engines and gas-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 cars have quite high advantages. First of all, they are environmentally friendly, since they do not have exhaust gases, have a very good traction characteristic and large accelerations due to the increasing torque with a decrease in the number of revolutions; use cheap electricity, 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 due to the need for a radical solution to the problems of reducing environmental pollution.

Attempts to create piston internal combustion engines were made at the end of the 18th century. So, in 1799, the Englishman D. Barber proposed an engine that worked on a mixture of air with gas obtained by distilling wood. Another inventor of the gas engine, Etienne Lenoir, used luminous gas as fuel.

Back in 1801, the Frenchman Philippe de Bonnet proposed a project for a gas engine, 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 ​​electric ignition of a fuel-air mixture.

The first stationary engine of a new type, operating on a four-stroke cycle with preliminary compression of the mixture, was designed and built in 1862 by the Cologne mechanic N. Otto.

Almost all modern gasoline and gas engines still operate according to the Otto cycle (a cycle with a constant volume of heat supply).

The practical application of internal combustion engines for transport crews began in the 70s - 80s. XIX century. based on the use of gas and fuel-air mixtures as fuel and preliminary 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 under a patent dated August 29, 1885;

Karl Benz, who built a three-wheeled carriage with a gasoline engine under a patent dated March 25, 1886;

Rudolph 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 weight and high power. This engine was intended for aeronautical vehicles.

In 1899, the world's first economical and efficient compression-ignition engine was created in St. Petersburg. The flow 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 combustion along the isotherm. In Russia, within 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 designs by Ya.V. Mamin in 1910.

Russian designer E. A. Yakovlev designed and built a motor vehicle with a kerosene engine.

Successfully worked on the creation of crews and engines Russian inventors and designers: F.A. Blinov, Khaidanov, Guryev, Makhchansky and manyOther.

The main criteria for the design and manufacture of engines up to the 70s of the XX century. there remained a desire to increase the liter capacity, and, consequently, to obtain the most compact engine... After the oil crisis 70 - 80 years. the main requirement was to obtain the maximum efficiency. The last 10 - 15 years of the XX century. the main criteria for any engine are the constantly growing requirements and standards for the environmental cleanliness of engines and, first of all, for a radical reduction in the toxicity of exhaust gases while ensuring good efficiency and high power.

Carburetor engines, which for many years had no competitors in terms of compactness and liter capacity, do not meet environmental requirements today. Even electronically controlled carburetors cannot meet the current emission requirements for most engine operating conditions. These requirements and the tough conditions of competition in the world market quickly changed the type of power plants for vehicles and, above all, for light vehicles. Today, various fuel injection systems with different control systems, including electronic ones, have almost completely replaced the use of carburetors on passenger car engines.

The radical restructuring of engine building by the largest automotive companies in the world in the last decade of the XX century. coincided with the third period of deceleration of the Russian engine building. Due to the crisis in the country's economy, the domestic industry was unable to ensure the timely transfer of engine-telebuilding to the production of new types of engines. At the same time, Russia has a good scientific research groundwork for creating promising engines and qualified cadres of specialists who are able to quickly implement the existing scientific and design groundwork in production. Over the past 8 - 10 years, fundamentally new prototypes of engines with variable displacement and variable compression ratio have been developed and manufactured. In 1995, it was developed and implemented at the Zavolzhsky Motor Plant and at the Nizhne-Novgorod Automobile Plant microprocessor system fuel supply and ignition control, ensuring compliance with EURO-1 environmental standards. Designed and manufactured samples of engines with a microprocessor control system for fuel supply and neutralizers that meet the environmental requirements of EURO-2. During this period, NAMI scientists and specialists developed and created: a promising turbo-compound diesel engine, a series of diesel and gasoline environmentally friendly clean engines traditional layout, engines running on hydrogen fuel floating vehicles high cross-country ability with a gentle effect on the ground, etc.

Modern land modes of transport owe their development mainly to the use of piston internal combustion engines as power plants. It is the 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 - gas turbine and electric, solar and jet power plants - have not yet left the stage of creating experimental samples and small experimental batches, although work on their refinement and improvement as automotive engines continues in many companies and firms. all over the world.

with obsession

Introduction …………………………………………………………………… .2

1. History of creation ……………………………………………….… ..3

2. The history of the automotive industry in Russia ………………………… 7

3. Reciprocating internal combustion engines …………………… 8

3.1 ICE classification ………………………………………….8

3.2 Basics of the device of piston internal combustion engines ……………………… 9

3.3 Operating principle …………………………………………… ..10

3.4 The principle of operation of a four-stroke carburetor engine ……………………………………………………………… 10

3.5 Operating principle of a four-stroke diesel engine …………… 11

3.6 The principle of operation of a two-stroke engine …………… .12

3.7 Working cycle of four-stroke carburetor and diesel engines …………………………………………. …………… .13

3.8 Duty cycle of a four-stroke engine ……… ... …… 14

3.9 Working cycles of two-stroke engines ……………… ... 15

Conclusion …………………………………………………………… ..16

Introduction.

The 20th century is a world of technology. Mighty machines extract from the bowels of the earth millions of tons of coal, ore, oil. Powerful power plants generate billions of kilowatt-hours of electricity. Thousands of factories and plants make clothes, radios, televisions, bicycles, cars, watches and other essential products. Telegraph, telephone and radio connect us with the whole world. Trains, motor ships, planes carry us at high speed across continents and oceans. And high above us, beyond the earth's atmosphere, rockets and artificial Earth satellites fly. All this does not work without the help of electricity.

Man began his development with the appropriation of the finished products of nature. Already at the first stage of development, he began to use artificial tools.

With the development of production, conditions for the emergence and development of machines begin to take shape. At first, machines, like instruments of labor, only helped a person in his work. Then they gradually began to replace him.

In the feudal period of history, for the first time, the power of the water flow was used as a source of energy. The movement of the water rotated the water wheel, which in turn set in motion various mechanisms. During this period, a wide variety of technological machines appeared. However, the widespread use of these machines was often slowed down due to the lack of water flow nearby. It was necessary to look for new sources of energy to drive machines anywhere on the earth's surface. We tried wind energy, but it turned out to be ineffective.

They began to look for another source of energy. The inventors worked for a long time, they tested a lot of machines - and now, finally, a new engine was built. It was a steam engine. He set in motion numerous machines and machine tools in factories and plants. At the beginning of the 19th century, the first land steam vehicles were invented - steam locomotives.

But steam engines were complex, cumbersome, and expensive installations... The rapidly developing mechanical transport needed a different engine - small and cheap. In 1860, the Frenchman Lenoir, using the structural elements of a steam engine, gas fuel and an electric spark for ignition, designed the first practical internal combustion engine.

1. HISTORY OF CREATION

To use internal energy means to commit at the expense of it useful work, that is, to convert internal energy into mechanical energy. In the simplest experiment, which consists in the fact that a little water is poured into a test tube and brought to a boil (and the test tube is initially closed with a cork), the cork under the pressure of the generated steam rises up and pops out.

In other words, the energy of the fuel is converted into the internal energy of the steam, and the steam, expanding, does work, knocking out the plug. So the internal energy of the steam is converted into the kinetic energy of the plug.

If the test tube is replaced with a strong metal cylinder, and the plug is replaced by a piston that fits snugly against the cylinder walls and is able to move freely along them, you will get a simple heat engine.

Heat engines are machines in which the internal energy of the fuel is converted into mechanical energy.

The history of heat engines goes back to the distant past, they say, more than two thousand years ago, in the III century BC, the great Greek mechanic and mathematician Archimedes built a cannon that fired with steam. A drawing of the Archimedes cannon and its description were found 18 centuries later in the manuscripts of the great Italian scientist, engineer and artist Leonardo da Vinci.

How did this cannon fire? One end of the barrel was very hot over the fire. Then water was poured into the heated part of the barrel. The water instantly evaporated and turned into steam. The steam, expanding, threw out the core with force and thunder. What is interesting for us here is that the barrel of the cannon was a cylinder, along which the core slid like a piston.

About three centuries later, in Alexandria, a cultural and wealthy city on the African coast of the Mediterranean Sea, the outstanding scientist Heron lived and worked, whom historians call Heron of Alexandria. Heron left several works that have come down to us, in which he described various cars, devices, mechanisms, known at that time.

In the writings of Heron there is a description of an interesting device, which is now called the Heron's ball. It is a hollow iron ball, fixed in such a way that it can rotate around a horizontal axis. From a closed boiler with boiling water, steam through a tube enters the ball, from the ball it bursts out through the curved tubes, while the ball starts to rotate. The internal energy of the steam is converted into mechanical energy of the ball's rotation. Geron's ball is a prototype of modern jet engines.

At that time, Heron's invention did not find application and remained only fun. Fifteen centuries have passed. At the time of the new heyday of science and technology, which came after the Middle Ages, Leonardo da Vinci thinks about using the internal energy of steam. In his manuscripts there are several drawings depicting a cylinder and a piston. There is water under the piston in the cylinder, and the cylinder itself is heated. Leonardo da Vinci assumed that the steam formed as a result of heating the water, expanding and increasing in volume, would seek a way out and push the piston up. During its upward movement, the piston could do useful work.

Giovanni Branca, who lived for the century of the great Leonardo, had a slightly different idea of ​​an engine that uses steam energy. It was a wheel with
blades, in the second, a jet of steam struck with force, due to which the wheel began to rotate. It was essentially the first steam turbine.

In the 17th-18th centuries, the Englishmen Thomas Severi (1650-1715) and Thomas Newcomen (1663-1729), the Frenchman Denis Papen (1647-1714), the Russian scientist Ivan Ivanovich Polzunov (1728-1766) and others worked on the invention of steam.

Papen built a cylinder in which a piston moved freely up and down. The piston was connected by a cable, thrown over the block, with a load, which, following the piston, also rose and fell. According to Papen, the piston could be connected with any machine, for example, a water pump that would pump water. Pox was poured into the lower reclining part of the cylinder, which was then set on fire. The resulting gases, trying to expand, pushed the piston up. After that, diode water was poured over the cylinder and piston from the outside. The gases in the cylinder were cooled, and their pressure on the piston decreased. The piston, under the influence of its own weight and external atmospheric pressure, was lowered down, while lifting the load. The engine was doing useful work. For practical purposes, it was useless: the technological cycle of its work was too complicated (filling and igniting gunpowder, pouring water over it, and this was during the entire operation of the engine!). In addition, the use of such an engine was far from safe.

However, one cannot fail to see in the first Pahlen car the features of a modern internal combustion engine.

In his new engine, Papen used water instead of gunpowder. It was poured into the cylinder under the piston, and the cylinder itself was heated from below. The resulting steam lifted the piston. Then the cylinder was cooled, and the steam in it condensed - again turned into water. The piston, as in the case of a powder engine, fell down under the influence of its weight and atmospheric pressure. This engine worked better than a powder engine, but it was also of little use for serious practical use: it was necessary to supply and remove fire, supply chilled water, wait for the steam to condense, shut off the water, etc.

All these disadvantages were due to the fact that the preparation of the steam necessary for the operation of the engine took place in the cylinder itself. But what if ready-made steam, obtained, for example, in a separate boiler, is admitted into the cylinder? Then it would be enough to alternately admit steam, then chilled water into the cylinder, and the engine would work at a higher speed and less fuel consumption.

A contemporary of Denis Palen's, the Englishman Thomas Severi, who built a steam pump to pump water out of the mine, guessed about this. In his machine, steam was prepared outside the cylinder - in the boiler.

Following Severi, the English blacksmith Thomas Newcomen designed the steam engine (also adapted for pumping water out of the mine). He skillfully used much of what had been invented before him. Newcomen took a cylinder with a Papen piston, but he received steam to lift the piston, like Severi, in a separate boiler.

The Newcomen machine, like all of its predecessors, worked intermittently - there was a pause between two working strokes of the piston. It was as tall as a four-five-story building and, therefore, exceptionally<прожорлива>: fifty horses barely had time to deliver fuel to her. The service staff consisted of two people: the fireman continuously threw coal into<ненасытную пасть>furnaces, and the mechanic operated the taps that let steam and cold water into the cylinder.

2. The history of the creation and development of internal combustion engines

For about 120 years, a person cannot imagine life without a car. Let's try to look into the past - to the very appearance of the foundations of the foundations of the modern automotive industry.

The first attempts to create an internal combustion engine date back to the 17th century. The experiments of E. Toricelli, B. Pascal and O. Guericke prompted inventors to use air pressure as a driving force in atmospheric machines. Abbot Ottefel (1678-1682) and H. Huygens (1681) were among the first to offer such machines. To move the piston in the cylinder, they proposed using explosions of gunpowder. Therefore, Ottefel and Huygens can be regarded as pioneers in the field of internal combustion engines.

The French scientist Denis Papen, the inventor of the centrifugal pump, a steam boiler with safety valve, the first piston machine to operate on steam. The first who tried to implement the ICE principle was the Englishman Robert Street (US Pat. No. 1983,1794). The engine consisted of a cylinder and a movable piston. At the beginning of the piston movement, a mixture of a volatile liquid (alcohol) and air entered the cylinder, the liquid and liquid vapors were mixed with air. In the middle of the piston stroke, the mixture ignited and tossed the piston.

In 1799, the French engineer Philippe Le Bon discovered luminaire gas and received a patent for the use and method of producing luminaire gas by dry distillation of wood or coal. This discovery was of great importance, first of all, for the development of lighting technology, which very soon began to successfully compete with expensive candles. However, luminous gas was not only suitable for lighting. In 1801, Le Bon took out a patent for the design of a gas engine. The principle of operation of this machine was based on the well-known property of the gas he discovered: its mixture with air exploded on ignition with the release of a large amount of heat. Combustion products expanded rapidly, putting strong pressure on the environment. By creating the appropriate conditions, you can use the released energy in the interests of man. The Lebon engine had two compressors and a mixing chamber. One compressor was to pump compressed air into the chamber, and the other was to pump compressed luminous gas from a gas generator. The air-gas mixture then entered the working cylinder, where it ignited. The engine was double-acting, that is, alternately acting working chambers were located on both sides of the piston. Essentially, Le Bon was hatching the idea of ​​an internal combustion engine, but R. Street and F. Le Bon made no attempts to implement their ideas.

In subsequent years (up to 1860), few attempts to create an internal combustion engine were also unsuccessful. The main difficulties in creating an internal combustion engine were due to the lack of suitable fuel, difficulties in organizing the processes of gas exchange, fuel supply, and fuel ignition. Robert Stirling managed to get around these difficulties to a large extent, who created in 1816-1840. external combustion engine with regenerator. In the Stirling engine, the conversion of the reciprocating motion of the piston into rotational motion was carried out using a rhombic mechanism, and air was used as the working medium.

One of the first to draw attention to the real possibility of creating an internal combustion engine was the French engineer Sadi Carnot (1796-1832), who dealt with the theory of heat and the theory of heat engines. In the essay "Reflection on the driving force of fire and about machines capable of developing this force" (1824), he wrote: adaptations that are easy to implement; then make the air do the work in a piston cylinder or any other expanding vessel, and finally vent it into the atmosphere or make it go to a steam boiler to use up the remaining temperature. The main difficulties encountered in this kind of operations are: to enclose the firebox in a room of sufficient strength and maintain the combustion in proper condition, maintain various parts of the apparatus at a moderate temperature and prevent the rapid deterioration of the cylinder and piston; we do not think that these difficulties would be insurmountable. " Karno Sadi. Reflection on the driving force of fire and machines capable of developing this force / S. Carnot. - M. - Petr.: State Publishing House, 1953 .-- 76 p. However, S. Carnot's ideas were not appreciated by his contemporaries. Only 20 years later, the French engineer E. Clapeyron (1799-1864), the author of the well-known equation of state, first drew attention to them. Thanks to Clapeyron, who used the Carnot method, Carnot's popularity began to grow rapidly. Currently, Sadi Carnot is generally recognized as the founder of heating technology.

In the following years, several inventors from different countries tried to create a workable lamp gas engine. However, all these attempts did not lead to the appearance on the market of engines that could successfully compete with the steam engine. The honor of creating a commercially successful internal combustion engine belongs to the French inventor (Belgian origin) Jean Etienne Lenoir. While working in a galvanic plant, Lenoir came to the idea that the air-fuel mixture in a gas engine could be ignited with an electric spark. On January 24, 1860, Lenoir received a patent for an internal combustion engine, and by the end of 1860 the engine was built. The engine ran on lighting gas without preliminary compression. On a part of the piston stroke from TDC to BDC, a mixture of air and gas entered the cylinder, and then the mixture was ignited by an electric spark (Appendix 2).

Lenoir was not immediately successful. After it was possible to make all the parts and assemble the car, it worked 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 start attempt also failed due to poor piston stroke. Lenoir supplemented his design with a lubrication system. Only then did the engine start to run. Even the first imperfect designs demonstrated the significant advantages of an internal combustion engine over a steam engine. The demand for engines grew rapidly, and within a few years J. Lenoir built over 300 engines. He was the first to use an internal combustion engine as power plant for various purposes. However, this model was imperfect, the efficiency did not exceed 4%.

In 1862, the French engineer A.Yu. Beau de Rocha applied to the French Patent Office for a patent (priority date January 1, 1862), in which he clarified the idea expressed by Sadi Carnot in terms of engine design and its working processes. (This petition was remembered only during patent disputes regarding the priority of N. Otto's invention). Beau de Roche proposed to inject the combustible mixture during the first stroke of the piston, compress the mixture during the second stroke of the piston, and burn the mixture during the extreme top position piston and expansion of combustion products - during the third piston stroke; exhaust of combustion products - during the fourth stroke of the piston. However, due to lack of funds, I could not implement it.

This cycle, 18 years later, was carried out by the German inventor Otto Nikolaus August in an internal combustion engine that worked according to a four-stroke scheme: intake, compression, working stroke, exhaust of exhaust gases. It was the modifications of this engine that received most widespread... For more than a century, which is justly called “ automotive era”, Everything changed - forms, technologies, solutions. Some stamps disappeared and others came in return. Automotive fashion has gone through several rounds of development. One thing remains unchanged - the number of cycles at which the engine operates. And in the history of the automotive industry, this number is forever associated with the name of the German self-taught inventor Otto. Together with the prominent industrialist Eugen Langen, the inventor founded Otto & Co in Cologne - and focused on finding best solution... On April 21, 1876, he received a patent for another version of the engine, which was presented a year later at the Paris Exhibition of 1867, where he was awarded the Great Gold Medal. At the end of 1875, Otto completed the development of the project of a fundamentally new first in the world 4-stroke engine. The advantages of the four-stroke engine were obvious, and on March 13, 1878 N. Otto was granted a German patent No. 532 for four-stroke engine internal combustion (Appendix 3). During the first 20 years, the N. Otto plant built 6,000 engines.

Experiments on the creation of such a unit were carried out before, but the authors faced a number of problems, primarily with the fact that the flashes of the combustible mixture in the cylinders occurred in such unexpected sequences that it was impossible to ensure an even and constant power transfer. But it was he who managed to find the only correct solution. Empirically, he found that the failures of all previous attempts were associated with both an incorrect mixture composition (proportions of fuel and oxidizer) and a false algorithm for synchronizing the fuel injection system and its combustion.

A significant contribution to the development of internal combustion engines was also made by the American engineer Brighton, who proposed a compressor engine with a constant combustion pressure, a carburetor.

So, the priority of J. Lenoir and N. Otto in the creation of the first efficient internal combustion engines is indisputable.

The production of internal combustion engines grew steadily, and their design was improved. In 1878-1880. production of two-stroke engines, proposed by German inventors Wittig and Hess, English entrepreneur and engineer D. Clerk, began, and from 1890 - two-stroke engines with crank-chamber blowing (England patent No. 6410, 1890). The use of a crank chamber as a purge pump was proposed somewhat earlier by the German inventor and entrepreneur G. Daimler. In 1878 Karl Benz equipped tricycle engine with a power of 3 hp, which developed a speed of over 11 km / h. He also created the first cars with one- and two-cylinder engines. The cylinders were located horizontally, the torque was transmitted to the wheels using a belt drive. In 1886, K. Benz was granted a German patent No. 37435 for a car with a priority of January 29, 1886. At the Paris World Exhibition in 1889, Benz's car was the only one. The intensive development of the automotive industry begins with this car.

Another highlight in the history of internal combustion engines was the development of the internal combustion engine with compression ignition. In 1892, the German engineer Rudolf Diesel (1858-1913) patented, and in 1893 described in the brochure "Theory and construction of rational heat engine to replace steam engines and currently known heat engines ”engine operating on the Carnot cycle. In the German patent No. 67207 with a priority of February 28, 1892 "Working process and method of performing a single-cylinder and multi-cylinder engine" the principle of the engine was set out as follows: Ibid.

1. The working process in internal combustion engines is characterized by the fact that the piston in the cylinder compresses air or some inert gas (vapor) with air so strongly that the resulting compression temperature is significantly higher than the ignition temperature of the fuel. In this case, the combustion of the fuel gradually introduced after the dead center occurs in such a way that there is no significant increase in pressure and temperature in the engine cylinder. Following this, after stopping the fuel supply, further expansion of the gas mixture occurs in the cylinder.

2. To carry out the working process described in claim 1, a multistage compressor with a receiver is connected to the working cylinder. Likewise, it is possible to connect several working cylinders with each other or with cylinders for preliminary compression and subsequent expansion.

The first engine was built by R. Diesel by July 1893. It was assumed that compression would be carried out up to a pressure of 3 MPa, the air temperature at the end of compression would reach 800 C, and fuel (coal powder) would be introduced directly into the cylinder. An explosion occurred when the first engine was started (gasoline was used as fuel). During 1893, three engines were built. Failures with the first engines forced R. Diesel to abandon isothermal combustion and switch to a cycle with constant pressure combustion.

In early 1895, the first compression-ignition compressor engine running on liquid fuel (kerosene) was successfully tested, and in 1897 a period of extensive testing of the new engine began. The effective efficiency of the motor was 0.25, and the mechanical efficiency was 0.75. The first internal combustion engine with compression ignition for industrial purposes was built in 1897 by the Augsburg Engineering Works. At the exhibition in Munich in 1899, 5 R. Diesel engines were already presented by the plants of Otto-Deitz, Krupp and the Augsburg machine-building plant. The engines of R. Diesel were also successfully demonstrated at the World Exhibition in Paris (1900). Later they found wide application and got the name "diesel engines" or simply "diesels" by the name of the inventor.

In Russia, the first kerosene engines began to be built in 1890 at the E.Ya. Bromley (four-stroke calorizing), and since 1892 and at the mechanical plant of E. Nobel. In 1899, Nobel received the right to manufacture R. Diesel engines, and in the same year the plant began producing them. The design of the engine was developed by the plant's specialists. The engine developed a power of 20-26 hp, ran on crude oil, diesel oil, kerosene. The plant's specialists also carried out the development of compression-ignition engines. They built the first crosshead-free engines, the first V-type engines, two-stroke engines with ramjet and loop-blowing circuits, two-stroke engines in which the blowing was carried out due to gas-dynamic phenomena in the exhaust channel. The production of engines with compression ignition was started in 1903-1911. at the Kolomenskoye, Sormovsky, Kharkov steam locomotive factories, at the Felser factories in Riga and Nobel in St. Petersburg, at the Nikolaev shipyard. In 1903-1908. Russian inventor and entrepreneur Ya.V. Mamin created several efficient high-speed engines with mechanical fuel injection into the cylinder and compression ignition, the power of which in 1911 was already 25 hp. Fuel was injected into the prechamber made of cast iron with a copper insert, which made it possible to obtain a high surface temperature of the prechamber and reliable self-ignition. It was the world's first compressorless diesel engine. Shepelev A.N. An essay on the life and work of the inventor Ya.V. Mamina / A.N. Shepelev, A.A. Derevyanchenko, Y. Mamin. - Chelyabinsk: South Ural. book publishing house, 1988. In 1906, professor of MVTU V.I. Grinevetskiy proposed a design of a double compression and expansion engine - a prototype of a combined engine. He also developed a method for thermal calculation of working processes, which was later developed by N.R. Briling and E.K. Masing and has not lost its significance today. As you can see, experts in pre-revolutionary Russia have undoubtedly carried out major independent developments in the field of engines with compression ignition. The successful development of diesel engine building in Russia is explained by the fact that Russia had its own oil, and Diesel engines best met the needs of small enterprises, therefore, the production of diesel engines in Russia began almost simultaneously with the countries of Western Europe.

Domestic engine building also developed successfully in the post-revolutionary period. By 1928, over 45 types of engines with a total capacity of about 110 thousand kW were already produced in the country. During the first five-year plans, the production of automobile and tractor engines, marine and stationary engines with a capacity of up to 1500 kW was mastered, an aircraft diesel, a V-2 tank diesel engine was created, which largely predetermined the high tactical and technical characteristics of the country's armored vehicles. A significant contribution to the development of domestic engine building was made by outstanding Soviet scientists: N.R. Briling, E.K. Masing, V.T. Tsvetkov, A.S. Orlin, V.A. Vansheidt, N.M. Glagolev, M.G. Kruglov and others.

Of the developments in the field of heat engines of the last decades of the twentieth century, three important ones should be noted: the creation by the German engineer Felix Wankel of an efficient design of a rotary piston engine, a combined engine with high supercharging, and an external combustion engine design competitive with a high-speed diesel engine. The advent of the Wankel engine was greeted with enthusiasm. Having a low specific gravity and dimensions, high reliability, RPD quickly became widespread, mainly in passenger cars, in aviation, on ships and stationary installations. The license for the production of the F. Wankel engine was acquired by more than 20 companies, including such as General Motors, Ford. By 2000, more than two million RPD vehicles had been manufactured. Pyatov I. Felix Wankel - the inventor of the rotary piston engine / I. Pyatov // Engine. - 2001. - No. 4.

V last years the process of improving and improving the performance of gasoline engines and diesels continues. The development of gasoline engines goes along the path of improving their environmental characteristics, efficiency and power indicators through wider application and improvement of the gasoline injection system into the cylinders; application of electronic injection control systems, charge stratification in the combustion chamber with depletion of the mixture at partial loads; increasing the energy of the electric spark during ignition, etc. As a result, the efficiency of the working cycle of gasoline engines becomes close to that of diesel engines.

To improve the technical and economic indicators of diesel engines, an increase in the fuel injection pressure is used, controlled injectors are used, forcing according to the average effective pressure by means of pressurization and cooling charge air, use measures to reduce the toxicity of exhaust gases.

Thus, the continuous improvement of internal combustion engines provided them with a dominant position, and only in aviation did the internal combustion engine give way to the gas turbine engine. For other industries National economy alternative power plants of low power, as versatile and economical as the internal combustion engine, have not yet been proposed. Therefore, in the long term, the internal combustion engine is considered as the main type of power plant of medium and low power for transport and other sectors of the national economy.

Analysis of the activities of the oil company OJSC "Samotlorneftegaz"

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Analysis of the activities of the unitary municipal enterprise "Nizhneudinskiy bakery"

Unitary Municipal Enterprise "Nizhneudinsky HLEBOZAVOD" and its predecessors. United archival fund. In 1931 of the 20th century in the city of Nizhneudinsk between the Uda River and its Zastryanka channel, an artisanal bakery was built ...

Analysis of the activities of the Ural Center for Standardization, Metrology and Certification (FGU "Uraltest")

In 1899, the great Russian scientist Dmitry Ivanovich Mendeleev (1834-1907) visited the Urals and Siberia, having arrived in the Urals as the head of an expedition whose task was to study mining ...

Analysis of the efficiency of the internal combustion engine

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Study of the influence of alkali concentration on the structure of dispersed powders and the properties of ceramic materials sintered from them

Additional oxidation of exhaust gases from internal combustion engines (ICE) is one of the most difficult and urgent problems of protecting the environment from pollution by toxic substances ...

The history of modern bulldozers

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The history of the creation and development of internal combustion engines

Currently, the most widespread are internal combustion engines (ICE) - a type of engine, a heat engine in which the chemical energy of the fuel (usually liquid or gaseous hydrocarbon fuel is used) ...

Corrosion-mechanical wear of equipment

Piston rings and cylinder liners(liners) of engines made of cast iron, in the presence of electrolyte, form galvanic pairs both with each other and between the structural components of cast iron - pearlite, graphite ...

Reconstruction project of the motor section in the conditions of Avtoexpress LLC

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Scraper working body design

The first earth-moving vehicles were carried out on rollers, later on wooden and metal wheels. As the power and weight of the machines increased, the ground pressure increased ...

Making an engine as light and powerful as possible is a top priority for all engineers. car companies which they have been trying to solve with one or another success for more than a hundred years. The cylinder liner is an important part of the cylinder block ...

Development and research of an automated device for laser thermal hardening of cylinder liners based on engines with a hollow rotor

The engine block or crankcase is the heart of the engine. The main mechanisms and parts of the engine systems are located on and inside it. Most modern engines liquid-cooled cylinder where the piston moves ...

Piston engine internal combustion is called such a heat engine, in which the conversion of chemical energy of the fuel into heat, and then into mechanical energy, takes place inside the working cylinder ...

Thermal calculation of the D-240 internal combustion engine

Processing technology of raw meat in OOO KMP "Myasnaya Skazka", Tyumen

Combine of semi-finished meat products "Myasnaya Skazka" is registered at the address of the city of Tyumen, Babarynka Street, 20a / 2. The production site is located within the city, which ensures the efficient sale of finished products ...

This is the introductory part of a series of articles devoted to Internal Combustion Engine, which is a short excursion into the history of the evolution of the internal combustion engine. Also, the article will touch on the first cars.

The following sections will detail the various ICEs:

Connecting rod-piston
Rotary
Turbojet
Reactive

The engine was installed on a boat that was able to climb up the Sona River. A year later, after testing, the brothers received a patent for their invention, signed by Napoleon Bonopart, for a period of 10 years.

It would be more correct to call this engine a jet engine, since its work consisted of pushing water out of the pipe under the bottom of the boat ...

The engine consisted of an ignition chamber and a combustion chamber, a bellows for air injection, a fuel dispenser and an ignition device. Coal dust served as fuel for the engine.

The bellows injected a stream of air mixed with coal dust into the ignition chamber where a smoldering wick ignited the mixture. After that, the partially ignited mixture (coal dust burns relatively slowly) entered the combustion chamber where it completely burned out and expanded.
Further, the gas pressure pushed water out of exhaust pipe, which made the boat move, after that the cycle was repeated.
The engine worked in a pulsed mode with a frequency of ~ 12 and / minute.

After some time, the brothers improved the fuel by adding resin to it, and later replaced it with oil and designed a simple injection system.
Over the next ten years, the project did not receive any development. Claude went to England to promote the idea of ​​the engine, but wasted all the money and achieved nothing, and Joseph took up photography and became the author of the world's first photo "View from the window."

In France, in the house-museum of Niepses, a replica of "Pyreolophore" is exhibited.

A little later, de Riva mounted his engine on a four-wheeled carriage, which, according to historians, was the first car with an internal combustion engine.

About Alessandro Volta

Volta was the first to put zinc and copper plates in acid to produce a continuous electric current, creating the world's first chemical current source ("Voltaic pillar").

In 1776, Volta invented a gas pistol, the “Volta pistol,” in which gas exploded from an electric spark.

In 1800 he built a chemical battery, which made it possible to obtain electricity through chemical reactions.

The unit for measuring electrical voltage - Volt - is named after Volta.

A- cylinder, B- "spark plug, C- piston, D- "balloon" with hydrogen, E- ratchet, F- exhaust gas dump valve, G- handle for valve control.

The hydrogen was stored in an "air" balloon connected by a pipe to a cylinder. The supply of fuel and air, as well as the ignition of the mixture and the release of exhaust gases were carried out manually using levers.

Principle of operation:

Air entered the combustion chamber through the exhaust gas discharge valve.
The valve was closing.
The valve for supplying hydrogen from the ball was opened.
The tap was closing.
By pressing the button, an electric discharge was applied to the "candle".
The mixture flashed and lifted the piston up.
The exhaust gas discharge valve was opening.
The piston fell under its own weight (it was heavy) and pulled the rope, which turned the wheels through the block.

After that, the cycle was repeated.

In 1813, de Riva built another car. It was a wagon about six meters long, with wheels two meters in diameter and weighing almost a ton.
The car was able to drive 26 meters with a load of stones (about 700 lbs) and four men, at a speed of 3 km / h.
With each cycle, the car moved 4-6 meters.

Few of his contemporaries took this invention seriously, and the French Academy of Sciences argued that an internal combustion engine would never compete in performance with a steam engine.

In 1833, American inventor Lemuel Wellman Wright, has registered a patent for a water-cooled two-stroke gas internal combustion engine.
(see below) in his book Gas and Oil Engines wrote the following about the Wright engine:

“The engine drawing is very functional and the details are meticulous. The explosion of the mixture acts directly on the piston, which rotates the crank shaft through the connecting rod. By appearance the engine resembles a high-pressure steam engine in which gas and air are pumped from separate tanks. The mixture in the spherical containers was ignited during the rise of the piston at TDC (top dead center) and pushed it down / up. At the end of the stroke, the valve would open and discharge the exhaust gases into the atmosphere. "

It is not known if this engine was ever built, but there is a blueprint for it:

In 1838, English engineer William Barnett received a patent for three internal combustion engines.

The first engine is a two-stroke single-acting engine (fuel burned only on one side of the piston) with separate pumps for gas and air. The mixture was ignited in a separate cylinder, and then the burning mixture flowed into the working cylinder. The inlet and outlet was carried out through mechanical valves.

The second engine repeated the first, but was double-acting, that is, combustion occurred alternately on both sides of the piston.

The third engine was also double-acting, but had inlet and outlet ports in the cylinder walls that opened when the piston reached the extreme point (as in modern two-strokes). This made it possible to automatically release the exhaust gases and admit a new charge of the mixture.

A distinctive feature of the Barnett engine was that the fresh mixture was compressed by the piston before being ignited.

Blueprint for one of Barnett's engines:

In the years 1853-57, Italian inventors Eugenio Barzanti and Felice Matteucci developed and patented a two-cylinder internal combustion engine with a capacity of 5 l / s.
The patent was granted by the London Office because Italian law could not guarantee sufficient protection.

The construction of the prototype was entrusted to Bauer & Co. of Milan " (Helvetica), and completed in early 1863. The success of the engine, which was much more efficient than the steam engine, was so great that the company began to receive orders from all over the world.

Early, single-cylinder Barzanti-Matteucci engine:

Barzanti-Matteucci two-cylinder engine model:

Matteucci and Barzanti entered into an agreement for the production of the engine with a Belgian company. Barzanti left for Belgium to supervise the work in person and died suddenly of typhus. With the death of Barzanti, all work on the engine was discontinued, and Matteucci returned to his former job as a hydraulic engineer.

In 1877, Matteucci claimed that he and Barzanti were the main creators of the internal combustion engine, and the engine built by August Otto was very similar to the Barzanti-Matteucci engine.

The documents concerning the patents of Barzanti and Matteucci are kept in the archives of the Museo Galileo library in Florence.

The most important invention of Nikolaus Otto was the engine with four-stroke cycle- the Otto cycle. This cycle is at the heart of most gas and petrol engines to this day.

The four-stroke cycle was the largest technical achievement Otto, but it was soon discovered that a few years before his invention, exactly the same principle of operation of the engine was described by the French engineer Beau de Roche (see above)... A group of French industrialists challenged Otto's patent in court, the court found their arguments convincing. Otto's rights under his patent were significantly curtailed, including the revocation of his monopoly on the four-stroke cycle.

Despite the fact that competitors have established the production of four-stroke engines, the Otto model, worked out by many years of experience, was still the best, and the demand for it did not stop. By 1897, about 42 thousand of these engines of various capacities were produced. However, the fact that a luminous gas was used as a fuel greatly narrowed the scope of their application.
The number of lighting and gas factories was insignificant even in Europe, while in Russia there were only two of them - in Moscow and St. Petersburg.

In 1865, French inventor Pierre Hugo received a patent for a machine that was a vertical, single-cylinder, double-acting engine in which two rubber pumps were used to supply the mixture, driven by crankshaft.

Hugo later designed a horizontal engine similar to the Lenoir engine.

Science Museum, London.

In 1870, Austro-Hungarian inventor Samuel Marcus Siegfried designed an internal combustion engine running on liquid fuel and installed it on a four-wheeled cart.

Today this car is well known as "The first Marcus Car".

In 1887, in collaboration with Bromovsky & Schulz, Markus built a second car, the Second Marcus Car.

In 1872, an American inventor patented a two-cylinder constant-pressure internal combustion engine powered by kerosene.
Brighton named its engine "Ready Motor".

The first cylinder served as a compressor that forced air into the combustion chamber, into which kerosene was continuously supplied. In the combustion chamber, the mixture was ignited and through the spool mechanism entered the second - the working cylinder. A significant difference from other engines was that air-fuel mixture burned out gradually and under constant pressure.

Those interested in the thermodynamic aspects of the engine can read about the Brighton Cycle.

In 1878, Scottish engineer Sir (knighted in 1917) developed the first two-stroke engine with compressed-air ignition. He patented it in England in 1881.

The engine worked in a curious way: air and fuel were supplied to the right cylinder, there it was mixed and this mixture was pushed into the left cylinder, where the mixture from the candle was ignited. Expansion took place, both pistons went down, from the left cylinder (through the left branch pipe) exhaust gases were emitted, and a new portion of air and fuel was sucked into the right cylinder. Following inertia, the pistons rose and the cycle was repeated.

In 1879, built a completely reliable gasoline two-stroke engine and received a patent for it.

However, Benz's real genius manifested itself in the fact that in subsequent projects he was able to combine various devices. (throttle, battery spark ignition, spark plug, carburetor, clutch, gearbox and radiator) on their products, which in turn became the standard for all mechanical engineering.

In 1883, Benz founded the Benz & Cie company to manufacture gas engines and in 1886 patented four-stroke the engine that he used on his cars.

Thanks to the success of Benz & Cie, Benz was able to start designing horseless carriages. Combining his experience in making engines and his long-standing hobby of designing bicycles, by 1886 he had built his first automobile and named it "Benz Patent Motorwagen".

The design strongly resembles a tricycle.

Single-cylinder four-stroke internal combustion engine with a working volume of 954 cm3. Benz Patent Motorwagen".

The engine was equipped with a large flywheel (used not only for uniform rotation, but also for starting), a 4.5 liter gas tank, an evaporative-type carburetor and a slide valve through which fuel entered the combustion chamber. Ignition was carried out with a spark plug of Benz's own design, the voltage to which was supplied from the Rumkorf coil.

Cooling was water, but not a closed cycle, but evaporative. The steam escaped into the atmosphere, so it was necessary to refuel the car not only with gasoline, but also with water.

The engine developed 0.9 hp. at 400 rpm and accelerated the car to 16 km / h.

Karl Benz is driving his car.

A little later, in 1896, Karl Benz invented the boxer engine (or flat engine) in which the pistons reach top dead points at the same time, thereby balancing each other.

Mercedes-Benz Museum in Stuttgart.

In 1882, English engineer James Atkinson invented the Atkinson cycle and the Atkinson engine.

The Atkinson engine is essentially a four-stroke engine Otto cycle but with a modified crank mechanism... The difference was that in the Atkinson engine, all four strokes occurred in one revolution of the crankshaft.

The use of the Atkinson cycle in the engine reduced fuel consumption and noise during operation due to lower exhaust pressure. In addition, this engine did not require a gearbox to drive the gas distribution mechanism, since the opening of the valves drove the crankshaft.

Despite a number of advantages (including circumvention of Otto patents) the engine was not widely used due to the complexity of manufacture and some other disadvantages.
The Atkinson cycle provides better environmental performance and economy, but requires high revs... At low revs, it gives out a relatively small torque and can stall.

Now the Atkinson engine is used in hybrid vehicles " Toyota Prius"And" Lexus HS 250h ".

In 1884, British engineer Edward Butler, showed the blueprints at the London Stanley Cycle Show three-wheeled vehicle with gasoline internal combustion engine, and in 1885 he built it and showed it at the same exhibition, calling it "Velocycle". Also, Butler was the first to use the word petrol.

The Velocycle was patented in 1887.

The Velocycle was equipped with a single-cylinder, four-stroke gasoline engine equipped with an ignition coil, carburetor, throttle and liquid cooled... The engine developed a power of about 5 hp. with a volume of 600 cm3, and accelerated the car to 16 km / h.

Over the years, Butler improved the performance of his vehicle, but was prevented from testing it due to the "Law of the Red Flag" (published in 1865), according to which vehicles should not exceed a speed of more than 3 km / h. In addition, three people had to be present in the car, one of whom had to walk in front of the car with the red flag. (such are the security measures) .

In the 1890 English Mechanic magazine, Butler wrote - "The authorities prohibit the use of the car on the road, as a result of which I refuse to further develop."

Due to a lack of public interest in the car, Butler took it apart for scrap and sold the patent rights to Harry J. Lawson. (bicycle manufacturer), which continued to manufacture the engine for use on boats.

Butler himself went on to create stationary and marine engines.

In 1891, Herbert Aykroyd Stewart, in collaboration with Richard Hornsby and Sons, built the Hornsby-Akroyd engine, in which fuel (kerosene) was injected under pressure into additional camera (because of its shape it was called "hot ball"), mounted on the cylinder head and connected to the combustion chamber by a narrow passage. The fuel was ignited by the hot walls of the additional chamber and rushed into the combustion chamber.

1. Additional camera (hot ball).
2. Cylinder.
3. Piston.
4. Carter.

To start the engine, a blowtorch was used, with which an additional chamber was heated. (after starting it was heated by exhaust gases)... Because of this, the Hornsby-Akroyd engine which was the predecessor diesel engine designed by Rudolf Diesel, often referred to as "semi-diesel". A year later, however, Aykroyd improved his engine by adding a "water jacket" (patent dated 1892), which increased the temperature in the combustion chamber by increasing the compression ratio, and now there was no need for an additional heating source.

In 1893, Rudolph Diesel received patents for a heat engine and a modified "Carnot cycle" entitled "Method and apparatus for converting high temperature to work ".

In 1897, at the "Augsburg Machine-Building Plant" (since 1904 MAN), with the financial participation of the companies of Friedrich Krupp and the Sulzer brothers, the first functioning diesel engine of Rudolf Diesel was created
Engine power was 20 Horse power at 172 rpm, efficiency 26.2% with a weight of five tons.
It was far superior existing engines Otto with an efficiency of 20% and ship steam turbines with an efficiency of 12%, which aroused the keen interest of the industry in different countries.

The Diesel engine was four-stroke. The inventor has found that the efficiency of an internal combustion engine is increased by increasing the compression ratio of the combustible mixture. But it is impossible to strongly compress the combustible mixture, because then the pressure and temperature rise and it ignites spontaneously ahead of time. Therefore, Diesel decided to compress not the combustible mixture, but clean air and at the end of the compression inject fuel into the cylinder under strong pressure.
Since the temperature compressed air reached 600-650 ° C, the fuel self-ignited, and the gases, expanding, moved the piston. Thus, the Diesel managed to significantly increase the efficiency of the engine, get rid of the ignition system, and instead of the carburetor use fuel pump high pressure
In 1933, Elling prophetically wrote: “When I started working on gas turbine in 1882, I was firmly convinced that my invention would be in demand in the aircraft industry. "

Unfortunately, Elling died in 1949, never before the era of turbojet aviation.

The only photo that we managed to find.

Perhaps someone will find something about this man in the Norwegian Museum of Technology.

In 1903, Konstantin Eduardovich Tsiolkovsky, in the journal "Scientific Review" published an article "Investigation of world spaces by jet devices", where he first proved that a device capable of making a space flight is a rocket. The article also proposed the first project of a long-range missile. Its body was an elongated metal chamber, equipped with liquid jet engine (which is also an internal combustion engine)... He proposed using liquid hydrogen and oxygen as a fuel and oxidizer, respectively.

Probably on this rocket and space note, it is worth finishing the historical part, since the 20th century has come and Internal Combustion Engines have begun to be produced everywhere.

Philosophical afterword ...

K.E. Tsiolkovsky believed that in the foreseeable future people will learn to live, if not forever, then at least for a very long time. In this regard, there will be little space (resources) on Earth and ships will be required to relocate to other planets. Unfortunately, something in this world went wrong, and with the help of the first missiles, people decided to simply destroy their own kind ...

Thanks to everyone who read it.

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