488:
29:
410:
435:
389:, it had become clear that, a completely new engine had to be designed from scratch. On 20 February 1896, Krupp, Maschinenfabrik Augsburg, and Diesel decided to start the development of the new engine. The new engine was supposed to be a 250 mm bore engine with a 400 mm stroke. On 5 March 1896, Diesel filed a patent application for supercharging combined with intercooling; on 26 March, it was decided to build the new engine with a supercharger.
500:
supercharging pump, the engine was run naturally aspirated from 28 January 1897, because of efficiency losses caused by incomplete expansion. Helmut Pucher (2012) argues that the volume of the compressed air cylinder that the supercharging pump fed its air into was too small, and that Diesel should have designed the engine with more supercharging pump valve clearance. Pucher also describes that Diesel considered using an intercooler for the engine.
511:, an early form of direct injection. Thus, the engine has a fuel injector, which is built into the centre of the cylinder head, in between the intake and exhaust valves. The engine was fitted with two separate valves, an inlet valve, and an outlet valve. Unlike its predecessor, it had separate intake and exhaust ports. The piston is made of iron, hollow, and water-cooled; it has four compression rings. The crankpin is also water-cooled.
418:
purposes – both proved to be porous at a water pressure of 50 atm (5.1 MPa) and thus unusable. Lauster and the casting foreman at
Maschinenfabrik Augsburg had to redesign the cylinder head several times; in total, five units had to be made. by 6 October 1896, the first engine was completed and ready for testing. In December 1896, Lauster was given a pay rise and a bonus of 3,000
458:. It was planned to exhibit five copies of the Motor 250/400 built by several licensees, but only four were completed in time. The completion of these engines was rushed, and the first runs of these engines were only conducted after they had been installed at the exhibition. Several problems arose, most notably, loud banging at engine startup.
499:
piston. It is a low-speed, four-stroke diesel engine with a rated engine speed of 160/min. With a cylinder bore of 250 mm and a piston stroke of 400 mm, it displaces about 19.6 litres. Although designed and built as a double-acting piston engine with the underside of the piston acting as a
461:
Soon after the exhibition, other copies of the Motor 250/400 built by licensees began failing. Unlike the Motor A and B, these copies were treated like steam engines of the time and often overloaded, which caused piston and fuel injector defects among other problems. A significant safety problem was
417:
The cylinder casting worked without any problems, and the first cylinder cast was used. On 25 July 1896, it was pressure-tested with water at a pressure of 80 atm (8.1 MPa); only few leaks were found. The cylinder head however was difficult to make, therefore, two were cast for testing
514:
The fuel pump is mounted above the cylinder head and driven by the camshaft, the air-blast pump is cast onto the cylinder and driven via a lever by two connecting rods from the engine's piston rod. Like all air-blast injected diesel engines, the Motor 250/400 has a compressed gas bottle for the
515:
injection air. It is made of welded steel, and also used for starting the engine (compressed air starting). For safety reasons, the engine was fitted with several safety valves, and had some of its tubes designed for gases filled with pebbles and wire wool. The engine was designed for
451:" At this time, several firms bought licences for building legal copies of the Motor 250/400. It was believed that copies of the engine would work well without any issues, because the Motor 250/400 at Augsburg worked perfectly due to the extensive care and maintenance it received.
400:
writes that
Lauster did most of the drawing work himself, but considers that Diesel's assistant Nadrowski might have assisted Lauster. On 30 April 1896, after Lauster had completed the drawings, the workshop at Augsburg began making parts for the engine.
446:
conducted the engine's official test. The engine proved successful, even though the fuel system was unreliable. Schröter's test though convinced engineers and industrialists alike that, the engine was ready for series production. Schröter concluded
462:
the air-blast pump which was prone to exploding due to compression ignition of its lubrication oil. The fuel injector was unreliable due to its atomiser's fragile brass gauze; improperly wound gauzes resulted in a sooty exhaust and power loss.
466:
argues that a lack of experience with the diesel engine caused these failures, and that they almost resulted in the diesel engine's demise. However, Sass also describes that an engine installed by Noé at
454:
In summer of 1898, Paul Meyer and Ludwig Noé, who worked for Diesel, designed the "Kollektiv-Ausstellung von
Dieselmotoren" (collective exhibition of diesel engines) in a wooden shack on the former
392:
In order to improve the efficiency of the development process, a new design bureau was built directly into Diesel's
Augsburg testing laboratory. Several young engineers worked there, including
385:, was completed on 12 July 1893. Initial tests with it proved the concept, and by October 1895, after the first prototype had been converted into the second prototype
374:
377:. However, by mid-1893 Diesel had realised that the rational heat motor would not work, and he modified his design. This modified design would later be known as the
507:
is also made of cast iron. The combustion chamber is located in between the piston and the cylinder head, the fuel is directly injected into it with
535:'s test conducted on 17 February 1897 was the engine's official test; the effective power was 17.8 PS (13.1 kW) at 154/min. According to
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1066:. p. 481: "daß wir es hier mit einer durchaus marktfähigen, in allen Einzelheiten vollkommen durchgearbeiteten Maschine zu tun haben"
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449:
that we are beholding a quite marketable machine that has been thoroughly designed with great attention to every single detail.
527:
The Motor 250/400 was tested extensively and eventually proved to be the most efficient engine of its time, reaching a
1458:
Friedrich Sass: Geschichte des deutschen
Verbrennungsmotorenbaus von 1860 bis 1918, Springer, Berlin/Heidelberg 1962,
1441:
Friedrich Sass: Geschichte des deutschen
Verbrennungsmotorenbaus von 1860 bis 1918, Springer, Berlin/Heidelberg 1962,
1353:
GĂĽnter Mau: Handbuch
Dieselmotoren im Kraftwerks- und Schiffsbetrieb, Vieweg (Springer), Braunschweig/Wiesbaden 1984,
1180:
Friedrich Sass: Geschichte des deutschen
Verbrennungsmotorenbaus von 1860 bis 1918, Springer, Berlin/Heidelberg 1962,
1163:
Friedrich Sass: Geschichte des deutschen
Verbrennungsmotorenbaus von 1860 bis 1918, Springer, Berlin/Heidelberg 1962,
1146:
Friedrich Sass: Geschichte des deutschen
Verbrennungsmotorenbaus von 1860 bis 1918, Springer, Berlin/Heidelberg 1962,
1112:
Friedrich Sass: Geschichte des deutschen Verbrennungsmotorenbaus von 1860 bis 1918, Springer, Berlin/Heidelberg 1962,
1092:
Friedrich Sass: Geschichte des deutschen Verbrennungsmotorenbaus von 1860 bis 1918, Springer, Berlin/Heidelberg 1962,
1075:
Friedrich Sass: Geschichte des deutschen Verbrennungsmotorenbaus von 1860 bis 1918, Springer, Berlin/Heidelberg 1962,
1058:
Friedrich Sass: Geschichte des deutschen Verbrennungsmotorenbaus von 1860 bis 1918, Springer, Berlin/Heidelberg 1962,
1041:
Friedrich Sass: Geschichte des deutschen Verbrennungsmotorenbaus von 1860 bis 1918, Springer, Berlin/Heidelberg 1962,
1024:
Friedrich Sass: Geschichte des deutschen Verbrennungsmotorenbaus von 1860 bis 1918, Springer, Berlin/Heidelberg 1962,
1004:
Friedrich Sass: Geschichte des deutschen Verbrennungsmotorenbaus von 1860 bis 1918, Springer, Berlin/Heidelberg 1962,
925:
GĂĽnter Mau: Handbuch Dieselmotoren im Kraftwerks- und Schiffsbetrieb, Vieweg (Springer), Braunschweig/Wiesbaden 1984,
908:
Friedrich Sass: Geschichte des deutschen Verbrennungsmotorenbaus von 1860 bis 1918, Springer, Berlin/Heidelberg 1962,
888:
Friedrich Sass: Geschichte des deutschen Verbrennungsmotorenbaus von 1860 bis 1918, Springer, Berlin/Heidelberg 1962,
834:
Friedrich Sass: Geschichte des deutschen Verbrennungsmotorenbaus von 1860 bis 1918, Springer, Berlin/Heidelberg 1962,
28:
177:
469:
479:
in København finally redesigned the fuel injector's atomiser, which solved one of the engine's major problems.
504:
491:
The dual rod and lever mechanism that actuates the engine's air-blast pump is well-visible in this picture
409:
547:). It had rated speed of 160/min, and could still operate normally at a speed of 40/min with a low load.
434:
352:
were made. Most of these copies were very unreliable, which almost caused the diesel engine's demise.
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348:
in Munich since testing it came to an end. Throughout the late 1890s, several licensed copies of the
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The Motor 250/400 is a water-cooled, single-cylinder, A-type (crankcase-less) engine with a
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519:, but could also burn several other types of fuel, including petrol, oils, and mains gas.
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A copy of the Motor 250/400 built by Langen & Wolf in Wien under licence, 1898
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The engine's cylinder is made of grey cast iron and has a cooling jacket, the
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244:
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426:; the final modifications to the engine were made in early January 1897.
1512:
Rudolf Diesel: Die Entstehung des Dieselmotors. Springer, Berlin 1913.
1495:
Rudolf Diesel: Die Entstehung des Dieselmotors. Springer, Berlin 1913.
1475:
Rudolf Diesel: Die Entstehung des Dieselmotors. Springer, Berlin 1913.
1424:
Rudolf Diesel: Die Entstehung des Dieselmotors. Springer, Berlin 1913.
1404:
Rudolf Diesel: Die Entstehung des Dieselmotors. Springer, Berlin 1913.
1387:
Rudolf Diesel: Die Entstehung des Dieselmotors. Springer, Berlin 1913.
1370:
Rudolf Diesel: Die Entstehung des Dieselmotors. Springer, Berlin 1913.
1333:
Rudolf Diesel: Die Entstehung des Dieselmotors. Springer, Berlin 1913.
1316:
Rudolf Diesel: Die Entstehung des Dieselmotors. Springer, Berlin 1913.
1299:
Rudolf Diesel: Die Entstehung des Dieselmotors. Springer, Berlin 1913.
1282:
Rudolf Diesel: Die Entstehung des Dieselmotors. Springer, Berlin 1913.
1217:
Rudolf Diesel: Die Entstehung des Dieselmotors. Springer, Berlin 1913.
1200:
Rudolf Diesel: Die Entstehung des Dieselmotors. Springer, Berlin 1913.
1129:
Rudolf Diesel: Die Entstehung des Dieselmotors. Springer, Berlin 1913.
984:
Rudolf Diesel: Die Entstehung des Dieselmotors. Springer, Berlin 1913.
967:
Rudolf Diesel: Die Entstehung des Dieselmotors. Springer, Berlin 1913.
945:
Rudolf Diesel: Die Entstehung des Dieselmotors. Springer, Berlin 1913.
871:
Rudolf Diesel: Die Entstehung des Dieselmotors. Springer, Berlin 1913.
851:
Rudolf Diesel: Die Entstehung des Dieselmotors. Springer, Berlin 1913.
370:
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52:
1263:(in German) (4 ed.), Berlin/Heidelberg: Springer, p. 15,
1239:(in German) (4 ed.), Berlin/Heidelberg: Springer, p. 17,
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199:
539:, the engine was designed with an indicated power of 20 PS
192:
Piston-type supercharger + intercooler (until 28 January 1897)
164:
373:
and Krupp in Essen to develop an engine based on his essay
523:
Technical specifications and performance characteristics
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in Stockholm worked without major problems from 1900.
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375:Theory and Construction of a Rational Heat Motor
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531:of more than 38 %. Out of the many tests,
344:. The latter has been on static display at the
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8:
27:
18:
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284:812 Nâ‹…m (82.8 kpâ‹…m) at 154/min
100:Single-cylinder A-type, crosshead piston
16:Reciprocating internal combustion engine
827:
750:17.8 PS (13.1 kW) at 154/min
691:18.3 PS (13.5 kW) at 158/min
297:3,000 mm (120 in) (flywheel)
274:13.1 kW (17.8 PS) at 154/min
1259:Zinner, Karl; Pucher, Helmut (2012),
1235:Zinner, Karl; Pucher, Helmut (2012),
7:
14:
1261:Aufladung von Verbrennungsmotoren
1237:Aufladung von Verbrennungsmotoren
811:211 g/PSh (287 g/kWh)
782:277 g/PSh (377 g/kWh)
753:238 g/PSh (324 g/kWh)
723:234 g/PSh (318 g/kWh)
694:250 g/PSh (340 g/kWh)
665:264 g/PSh (359 g/kWh)
636:258 g/PSh (351 g/kWh)
606:396 g/PSh (538 g/kWh)
110:19,635 cm (1,198.2 in)
631:8.0 kp/cm (0.8 MPa)
603:>15 PS (11.0 kW)
600:9.2 kp/cm (0.9 MPa)
405:Building and post-design phase
396:, who drew the Motor 250/400.
85:30 April 1896 – 6 October 1896
1:
470:Aktie-Bolag Diesels Motorer
413:Rear view (1:5 scale model)
194:None (from 28 January 1897)
130:400 mm (15.75 in)
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120:250 mm (9.84 in)
591:Supercharger set to 100%
369:had contracted with both
26:
568:Mean effective pressure
371:Maschinenfabrik Augsburg
334:Maschinenfabrik Augsburg
320:is the first functional
53:Maschinenfabrik Augsburg
1541:Single-cylinder engines
1536:Diesel engines by model
505:crossflow cylinder head
381:. The first prototype,
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456:Coal Island in MĂĽnchen
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414:
332:. The workshop of the
798:Supercharger removed
769:Supercharger removed
739:Supercharger removed
710:Supercharger removed
681:Supercharger removed
652:Supercharger removed
622:Supercharger removed
490:
483:Technical description
476:Burmeister & Wain
442:On 17 February 1897,
437:
430:Post-completion phase
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336:built two units, the
324:. It was designed by
221:Coal-tar creosote oil
565:Thermal efficiency
509:air-blast injection
206:Air-blast injection
178:Operating principle
529:thermal efficiency
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440:
422:for designing the
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1518:978-3-642-64940-0
1501:978-3-642-64940-0
1481:978-3-642-64940-0
1464:978-3-662-11843-6
1447:978-3-662-11843-6
1430:978-3-642-64940-0
1410:978-3-642-64940-0
1393:978-3-642-64940-0
1376:978-3-642-64940-0
1359:978-3-528-14889-8
1339:978-3-642-64940-0
1322:978-3-642-64940-0
1305:978-3-642-64940-0
1288:978-3-642-64940-0
1270:978-3-642-28989-7
1246:978-3-642-28989-7
1223:978-3-642-64940-0
1206:978-3-642-64940-0
1186:978-3-662-11843-6
1169:978-3-662-11843-6
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1135:978-3-642-64940-0
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1081:978-3-662-11843-6
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1010:978-3-662-11843-6
990:978-3-642-64940-0
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951:978-3-642-64940-0
931:978-3-528-14889-8
914:978-3-662-11843-6
894:978-3-662-11843-6
877:978-3-642-64940-0
857:978-3-642-64940-0
840:978-3-662-11843-6
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763:17 February 1897
733:17 February 1897
574:Fuel consumption
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553:Date of testing
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1103:
1099:
1095:
1089:
1086:
1082:
1078:
1072:
1069:
1065:
1061:
1055:
1052:
1048:
1044:
1038:
1035:
1031:
1027:
1021:
1019:
1015:
1011:
1007:
1001:
999:
995:
991:
987:
981:
978:
974:
970:
964:
962:
960:
956:
952:
948:
942:
940:
936:
932:
928:
922:
919:
915:
911:
905:
903:
899:
895:
891:
885:
882:
878:
874:
868:
866:
862:
858:
854:
848:
845:
841:
837:
831:
828:
822:
816:
813:
810:
808:
806:
803:
800:
797:
794:
791:
790:
787:
784:
781:
779:
777:
774:
771:
768:
765:
762:
761:
758:
755:
752:
749:
747:
744:
741:
738:
735:
732:
731:
728:
725:
722:
720:
718:
715:
712:
709:
706:
703:
702:
699:
696:
693:
690:
688:
686:
683:
680:
677:
674:
673:
670:
667:
664:
662:
660:
657:
654:
651:
648:
645:
644:
641:
638:
635:
633:
630:
627:
624:
621:
618:
615:
614:
611:
608:
605:
602:
599:
596:
593:
590:
587:
584:
583:
579:
576:
573:
570:
567:
564:
561:
558:
555:
552:
551:
548:
543:(14.7 kW
538:
534:
530:
522:
520:
518:
512:
510:
506:
501:
498:
489:
482:
480:
478:
477:
472:
471:
465:
459:
457:
452:
450:
445:
436:
429:
427:
425:
424:Motor 250/400
421:
411:
404:
402:
399:
395:
390:
388:
387:Motor 220/400
384:
383:Motor 150/400
380:
379:diesel engine
376:
372:
368:
367:Rudolf Diesel
360:
355:
353:
351:
350:Motor 250/400
347:
343:
339:
335:
331:
327:
326:Rudolf Diesel
323:
322:diesel engine
319:
318:Motor 250/400
310:Motor 220/400
309:
305:
300:
296:
292:
287:
283:
281:
280:Torque output
277:
273:
271:
267:
262:
258:
256:
252:
248:
246:
242:
214:
210:
207:
204:
201:
197:
191:
189:
185:
181:
179:
175:
170:
166:
163:
161:
157:
153:
150:
149:Cylinder head
146:
143:
140:
137:
133:
129:
127:
126:Piston stroke
123:
119:
117:
116:Cylinder bore
113:
109:
107:
103:
99:
97:
96:Configuration
93:
88:
84:
80:
73:
70:
67:
66:Rudolf Diesel
64:
63:
61:
57:
54:
51:
49:
45:
40:
36:
30:
25:
22:Motor 250/400
20:
1508:
1471:
1454:
1437:
1400:
1383:
1366:
1329:
1312:
1295:
1278:
1260:
1254:
1236:
1230:
1213:
1176:
1159:
1142:
1125:
1088:
1071:
1054:
1037:
980:
921:
884:
847:
830:
526:
513:
502:
494:
474:
468:
460:
453:
448:
441:
423:
416:
391:
386:
382:
364:
349:
341:
337:
317:
315:
270:Power output
259:Water-cooled
223:Paraffin oil
188:Supercharger
106:Displacement
48:Manufacturer
559:Aspiration
361:Development
307:Predecessor
1530:Categories
823:References
577:Fuel type
340:, and the
302:Chronology
289:Dimensions
245:Oil system
237:Peanut oil
172:Combustion
167:, 2 valves
160:Valvetrain
82:Production
74:(drawings)
814:Kerosine
785:Kerosine
766:Schröter
756:Kerosine
736:Schröter
726:Kerosine
707:Dyckhoff
697:Kerosine
678:Dyckhoff
668:Kerosine
639:Kerosine
609:Kerosine
497:crosshead
239:Mains gas
235:Shale oil
229:Solar oil
212:Fuel type
68:(concept)
1466:. p. 479
1449:. p. 478
1188:. p. 491
1171:. p. 490
1154:. p. 489
1120:. p. 488
1100:. p. 482
1083:. p. 481
1049:. p. 444
1032:. p. 480
1012:. p. 475
916:. p. 468
896:. p. 467
842:. p. 435
517:kerosine
294:Diameter
227:Fuel oil
215:Kerosine
151:material
138:material
59:Designer
42:Overview
1520:, p. 83
1503:, p. 77
1483:, p. 73
1432:, p. 71
1412:, p. 70
1395:, p. 87
1378:, p. 76
1324:, p. 61
1307:, p. 60
1290:, p. 57
1225:, p. 67
1208:, p. 59
1137:, p. 91
992:, p. 64
975:, p. 63
953:, p. 53
879:, p. 52
859:, p. 49
795:Diesel
716:34–38%
649:Diesel
619:Diesel
588:Diesel
580:Source
556:Tester
356:History
342:B-Motor
338:A-Motor
233:Benzene
231:Naphtha
225:Gas oil
219:Ligroin
1516:
1499:
1479:
1462:
1445:
1428:
1408:
1391:
1374:
1361:, p. 7
1357:
1337:
1320:
1303:
1286:
1267:
1243:
1221:
1204:
1184:
1167:
1150:
1133:
1116:
1096:
1079:
1062:
1045:
1028:
1008:
988:
971:
949:
933:, p. 6
929:
912:
892:
875:
855:
838:
804:38.7%
775:38.4%
745:34.2%
658:38.4%
628:31.9%
571:Power
537:Diesel
264:Output
249:Manual
217:Petrol
202:system
182:Diesel
90:Layout
801:100%
742:100%
713:100%
684:100%
625:100%
594:100%
562:Load
1514:ISBN
1497:ISBN
1477:ISBN
1460:ISBN
1443:ISBN
1426:ISBN
1406:ISBN
1389:ISBN
1372:ISBN
1355:ISBN
1335:ISBN
1318:ISBN
1301:ISBN
1284:ISBN
1265:ISBN
1241:ISBN
1219:ISBN
1202:ISBN
1182:ISBN
1165:ISBN
1148:ISBN
1131:ISBN
1114:ISBN
1094:ISBN
1077:ISBN
1060:ISBN
1043:ISBN
1026:ISBN
1006:ISBN
986:ISBN
969:ISBN
947:ISBN
927:ISBN
910:ISBN
890:ISBN
873:ISBN
853:ISBN
836:ISBN
772:50%
655:50%
597:24%
420:mark
316:The
200:Fuel
165:OHC
1532::
1488:^
1417:^
1346:^
1193:^
1105:^
1017:^
997:^
958:^
938:^
901:^
864:^
545:i
541:i
447:"
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