APPLICATION OF DIESEL ENGINES IN CARS - Revision history

Toro Andersen at 20:18, 20 March 2026

2026-03-20T20:18:11Z

← Older revision		Revision as of 20:18, 20 March 2026
Line 46:		Line 46:
	Each Diesel cylinder has a combustion pre-chamber in the shape of a bomb. It is located in the head and connects with the interior of the cylinder via a funnel-shaped channel. At top dead centre, the piston almost touches the bottom of the head, so the compression volume is actually only within the bomb and the funnel-shaped channel. When the piston moves up, it pushes all the air drawn in through the intake valve into the pre-chamber and into the funnel. This creates a strong air current in the funnel — important for mixing the injected fuel in the pre-chamber with air, especially since injection occurs 15° before top dead centre, and the fuel therefore mixes well with air. After self-ignition the same thing occurs, but lasts longer because the mixture strongly compressed in the pre-chamber supports combustion occurring in the funnel from the cylinder side. The temperature of the uncooled pre-chamber does not exceed, according to factory data, 400 degrees, while the temperature in the funnel is about 1,700 degrees. Combustion in this device is very complete, and the exhaust is clean at any number of revolutions. Even at slow revolutions (300–400 per minute), no smoke comes from the exhaust.		Each Diesel cylinder has a combustion pre-chamber in the shape of a bomb. It is located in the head and connects with the interior of the cylinder via a funnel-shaped channel. At top dead centre, the piston almost touches the bottom of the head, so the compression volume is actually only within the bomb and the funnel-shaped channel. When the piston moves up, it pushes all the air drawn in through the intake valve into the pre-chamber and into the funnel. This creates a strong air current in the funnel — important for mixing the injected fuel in the pre-chamber with air, especially since injection occurs 15° before top dead centre, and the fuel therefore mixes well with air. After self-ignition the same thing occurs, but lasts longer because the mixture strongly compressed in the pre-chamber supports combustion occurring in the funnel from the cylinder side. The temperature of the uncooled pre-chamber does not exceed, according to factory data, 400 degrees, while the temperature in the funnel is about 1,700 degrees. Combustion in this device is very complete, and the exhaust is clean at any number of revolutions. Even at slow revolutions (300–400 per minute), no smoke comes from the exhaust.

	Compression ratio: 15.5; pressure at end of compression theoretically 35 atm, practically 30 atm. Maximum pressure, depending on later or earlier injection, is 36–42 atm. Temperature at end of compression about 500°C, which is sufficient~~...~~		Compression ratio: 15.5; pressure at end of compression theoretically 35 atm, practically 30 atm. Maximum pressure, depending on later or earlier injection, is 36–42 atm. Temperature at end of compression about 500°C, which is sufficient for self-ignition of gas oil, which ignites at 30 atm at a temperature of about 350°C.
	~~----''(Page 12)''~~

	~~...~~for self-ignition of gas oil, which ignites at 30 atm at a temperature of about 350°C.

	The exhaust temperature is somewhat lower than in petrol combustion engines, as it amounts to about 600°C.		The exhaust temperature is somewhat lower than in petrol combustion engines, as it amounts to about 600°C.

Toro Andersen at 20:17, 20 March 2026

2026-03-20T20:17:26Z

← Older revision		Revision as of 20:17, 20 March 2026
Line 2:		Line 2:

	[[File:Auto Feb 1930.png\|alt=Front page of Auto Feb 1930\|thumb\|Front page of Auto Feb 1930]]		[[File:Auto Feb 1930.png\|alt=Front page of Auto Feb 1930\|thumb\|Front page of Auto Feb 1930]]
			[[File:1930 Typ Z with engine covers removed.png\|alt=Mercedes-Benz Type Z engine with valve cover removed.\|thumb\|Mercedes-Benz Type Z engine with valve cover removed.]]
	Disclaimer: Some meaning can be lost in translation.		''Disclaimer: Some meaning can be lost in translation. Done by Claude.''

	== THE USE OF DIESEL ENGINES IN AUTOMOBILES ==		== THE USE OF DIESEL ENGINES IN AUTOMOBILES ==
Line 15:		Line 15:

	'''How the Diesel Engine Works'''		'''How the Diesel Engine Works'''
			[[File:1930 Saurer.png\|alt=Diesel engine, manufactured by Saurer.\|thumb\|Diesel engine, manufactured by Saurer.]]
	Let us briefly recall the operating principle of the Diesel engine. In a normal combustion engine, we use as fuel a mixture consisting of a precisely defined amount of air in which gasoline is dispersed. This mixture, prepared in the carburetor, is drawn into the cylinder, compressed, and ignited by an electric spark. In the Diesel engine there is no intake of mixture, no carburetor, and no electric ignition. Liquid fuel is injected under high pressure into the cylinder filled with compressed air. Since the air has already been raised — due to high compression — to a temperature above the ignition point of the fuel, the fuel ignites by self-ignition at the moment of injection, and the engine runs on this basis.		Let us briefly recall the operating principle of the Diesel engine. In a normal combustion engine, we use as fuel a mixture consisting of a precisely defined amount of air in which gasoline is dispersed. This mixture, prepared in the carburetor, is drawn into the cylinder, compressed, and ignited by an electric spark. In the Diesel engine there is no intake of mixture, no carburetor, and no electric ignition. Liquid fuel is injected under high pressure into the cylinder filled with compressed air. Since the air has already been raised — due to high compression — to a temperature above the ignition point of the fuel, the fuel ignites by self-ignition at the moment of injection, and the engine runs on this basis.

Line 21:		Line 21:

	Diesel engines, normally operating in factories as stationary power units, have a whole range of auxiliary operating devices that had to be replaced with others before they could be applied to road vehicles. In addition, normal Diesel engines are slow-running, which was also an obstacle to their use in automobiles.		Diesel engines, normally operating in factories as stationary power units, have a whole range of auxiliary operating devices that had to be replaced with others before they could be applied to road vehicles. In addition, normal Diesel engines are slow-running, which was also an obstacle to their use in automobiles.
			[[File:1930 Morlon 6 ton diesel engine.png\|alt=The 4-cylinder diesel engine of a 6-ton Morlon truck. A Bosch fuel injection pump is visible in the foreground.\|thumb\|The 4-cylinder diesel engine of a 6-ton Morlon truck. A Bosch fuel injection pump is visible in the foreground.]]
	The first attempts to increase the number of revolutions in Diesel engines began more than twenty years ago, and parallel to this came efforts to reduce their weight relative to one mechanical horsepower. The result of these efforts was the application of Diesel engines to German submarines. The engines used there were brought to 500 rpm — sufficient for boats, but decisively too little for automobiles. The complex cycle of the Diesel engine discouraged further attempts in this direction, so a different path was chosen: eliminating the compressor. They began to study systems of injecting fuel ''without'' a compressor. Two paths were available: one was injecting fuel under high pressure directly into the combustion chamber, the other was injection into a special pre-chamber placed in the cylinder head. After three attempts, the results turned out to be satisfactory, and from that time we see an ever-growing number of trucks with Diesel engines operating in Germany and Switzerland to the full satisfaction of experts.		The first attempts to increase the number of revolutions in Diesel engines began more than twenty years ago, and parallel to this came efforts to reduce their weight relative to one mechanical horsepower. The result of these efforts was the application of Diesel engines to German submarines. The engines used there were brought to 500 rpm — sufficient for boats, but decisively too little for automobiles. The complex cycle of the Diesel engine discouraged further attempts in this direction, so a different path was chosen: eliminating the compressor. They began to study systems of injecting fuel ''without'' a compressor. Two paths were available: one was injecting fuel under high pressure directly into the combustion chamber, the other was injection into a special pre-chamber placed in the cylinder head. After three attempts, the results turned out to be satisfactory, and from that time we see an ever-growing number of trucks with Diesel engines operating in Germany and Switzerland to the full satisfaction of experts.

Toro Andersen at 20:05, 20 March 2026

2026-03-20T20:05:34Z

← Older revision		Revision as of 20:05, 20 March 2026
Line 1:		Line 1:
	Back to Old Press Clippings main page		[<nowiki/>[[Old Press Clippings\|Back to Old Press Clippings main page]]]

	[[File:Auto Feb 1930.png\|alt=Front page of Auto Feb 1930\|thumb\|Front page of Auto Feb 1930]]		[[File:Auto Feb 1930.png\|alt=Front page of Auto Feb 1930\|thumb\|Front page of Auto Feb 1930]]

Toro Andersen at 20:04, 20 March 2026

2026-03-20T20:04:38Z

← Older revision		Revision as of 20:04, 20 March 2026
Line 1:		Line 1:
			Back to Old Press Clippings main page

	[[File:Auto Feb 1930.png\|alt=Front page of Auto Feb 1930\|thumb\|Front page of Auto Feb 1930]]		[[File:Auto Feb 1930.png\|alt=Front page of Auto Feb 1930\|thumb\|Front page of Auto Feb 1930]]

Toro Andersen at 20:03, 20 March 2026

2026-03-20T20:03:46Z

← Older revision		Revision as of 20:03, 20 March 2026
Line 17:		Line 17:

	As we can see, at first glance the operation presents no difficulties and is straightforward, all the more so because for a Diesel drive we can use almost all heavy oils, such as gas oil, crude oil, white and brown paraffin, shale oil, lignite oil, and even palm oil. In reality, the application of Diesel in a car engine has presented, and continues to present, many serious difficulties — an entire series of factories has had their engineers working on this problem for a considerable time. It is also extremely important from an aviation standpoint, as it greatly reduces the fire risk in aircraft due to the absence of electric ignition and the use of heavy, hard-to-ignite oils.		As we can see, at first glance the operation presents no difficulties and is straightforward, all the more so because for a Diesel drive we can use almost all heavy oils, such as gas oil, crude oil, white and brown paraffin, shale oil, lignite oil, and even palm oil. In reality, the application of Diesel in a car engine has presented, and continues to present, many serious difficulties — an entire series of factories has had their engineers working on this problem for a considerable time. It is also extremely important from an aviation standpoint, as it greatly reduces the fire risk in aircraft due to the absence of electric ignition and the use of heavy, hard-to-ignite oils.
	~~----''(Page 10)''~~

	Diesel engines, normally operating in factories as stationary power units, have a whole range of auxiliary operating devices that had to be replaced with others before they could be applied to road vehicles. In addition, normal Diesel engines are slow-running, which was also an obstacle to their use in automobiles.		Diesel engines, normally operating in factories as stationary power units, have a whole range of auxiliary operating devices that had to be replaced with others before they could be applied to road vehicles. In addition, normal Diesel engines are slow-running, which was also an obstacle to their use in automobiles.
Line 32:		Line 31:

	To familiarise ourselves with Diesel, let us examine the construction of the Diesel engine, type Z, produced by Mercedes. There are also other types produced by the same factory, but since they require compressed air for starting, they are more complex and I will omit them here. The Daimler (Mercedes-Benz) type "Z" engine has separate pre-combustion chambers. These chambers are connected by separate channels to the interior of the cylinders. Fuel injected into these pre-chambers partially burns; the pressure created violently throws the exploding mixture into the interior of the cylinder and mixes it with additional air. The pressure of the incoming mixture is about 35 atmospheres; the pressure on the piston after combustion is about 40 atmospheres. These pre-chambers also fulfil the role of a compressor, as they facilitate the entry of fuel into the cylinder, atomise it, and mix it with air.		To familiarise ourselves with Diesel, let us examine the construction of the Diesel engine, type Z, produced by Mercedes. There are also other types produced by the same factory, but since they require compressed air for starting, they are more complex and I will omit them here. The Daimler (Mercedes-Benz) type "Z" engine has separate pre-combustion chambers. These chambers are connected by separate channels to the interior of the cylinders. Fuel injected into these pre-chambers partially burns; the pressure created violently throws the exploding mixture into the interior of the cylinder and mixes it with additional air. The pressure of the incoming mixture is about 35 atmospheres; the pressure on the piston after combustion is about 40 atmospheres. These pre-chambers also fulfil the role of a compressor, as they facilitate the entry of fuel into the cylinder, atomise it, and mix it with air.
	~~----''(Page 11)''~~

	The injected fuel encounters inside a kind of burner, which serves two functions: atomiser and conductor of ignited molecules. The study of such a burner required extensive experimentation.		The injected fuel encounters inside a kind of burner, which serves two functions: atomiser and conductor of ignited molecules. The study of such a burner required extensive experimentation.

Toro Andersen at 20:02, 20 March 2026

2026-03-20T20:02:52Z

← Older revision		Revision as of 20:02, 20 March 2026
Line 1:		Line 1:
	~~Disclaimer: Some meaning can be lost in translation.~~[[File:Auto Feb 1930.png\|alt=Front page of Auto Feb 1930\|thumb\|Front page of Auto Feb 1930]]		[[File:Auto Feb 1930.png\|alt=Front page of Auto Feb 1930\|thumb\|Front page of Auto Feb 1930]]

			Disclaimer: Some meaning can be lost in translation.

	== THE USE OF DIESEL ENGINES IN AUTOMOBILES ==		== THE USE OF DIESEL ENGINES IN AUTOMOBILES ==

Toro Andersen at 20:02, 20 March 2026

2026-03-20T20:02:28Z

Show changes

Toro Andersen: Created page with "Front page of Auto Feb 1930 The increasingly greater demand for fuels and dwindling gasoline supplies are driving designers to explore new avenues in vehicle construction, or to seek blends that replace gasoline. France and Germany, as the countries with the poorest oil resources, are naturally most interested in finding new ways to achieve self-sufficiency or reduce gasoline imports. Both countries have ta..."

2026-03-20T19:39:10Z

Created page with "alt=Front page of Auto Feb 1930|thumb|Front page of Auto Feb 1930 The increasingly greater demand for fuels and dwindling gasoline supplies are driving designers to explore new avenues in vehicle construction, or to seek blends that replace gasoline. France and Germany, as the countries with the poorest oil resources, are naturally most interested in finding new ways to achieve self-sufficiency or reduce gasoline imports. Both countries have ta..."

New page

[[File:Auto Feb 1930.png|alt=Front page of Auto Feb 1930|thumb|Front page of Auto Feb 1930]]
The increasingly greater demand for fuels and dwindling gasoline supplies are driving designers to explore new avenues in vehicle construction, or to seek blends that replace gasoline. France and Germany, as the countries with the poorest oil resources, are naturally most interested in finding new ways to achieve self-sufficiency or reduce gasoline imports. Both countries have taken different paths. In France, "gasiogens" are currently fashionable, meaning devices that use charcoal or wood to power internal combustion engines, while in Germany, diesels are engines powered by oil or gas oils. Both systems can currently be successfully used in trucks and buses, but it is only a matter of time before these modern technological achievements are applied in passenger cars.