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  • Although various forms of internal combustion engines were developed before the 19th century,

  • their use was hindered until the commercial drilling and production of petroleum began

  • in the mid-1850s. By the late 19th century, engineering advances led to their widespread

  • adoption in a variety of applications.

  • Timeline of development Various scientists and engineers contributed

  • to the development of internal combustion engines:

  • Prior to 1860

  • 3rd century: The earliest evidence of a crank and connecting rod mechanism dates to the

  • 3rd century AD Hierapolis sawmill in Asia Minor as part of the Roman Empire.

  • 5th century: Roman engineers documented several crankshaft-connecting rod machines used for

  • their sawmills. 9th century: The crank appears in the mid-9th

  • century in several of the hydraulic devices described by the Banū Mūsā brothers in

  • their Book of Ingenious Devices. In 1206, al-Jazari invented an early crankshaft,

  • which he incorporated with a crank-connecting rod mechanism in his twin-cylinder pump. Like

  • the modern crankshaft, Al-Jazari's mechanism consisted of a wheel setting several crank

  • pins into motion, with the wheel's motion being circular and the pins moving back-and-forth

  • in a straight line. The crankshaft described by al-Jazari transforms continuous rotary

  • motion into a linear reciprocating motion, 17th century: Christiaan Huygens designs gunpowder

  • to drive water pumps, to supply 3000 cubic meters of water/day for the Versailles palace

  • gardens, essentially creating the first idea of a rudimentary internal combustion piston

  • engine. 1780s: Alessandro Volta built a toy electric

  • pistol in which an electric spark exploded a mixture of air and hydrogen, firing a cork

  • from the end of the gun. 1791: John Barber receives British patent

  • #1833 for A Method for Rising Inflammable Air for the Purposes of Producing Motion and

  • Facilitating Metallurgical Operations. In it he describes a turbine.

  • 1794: Robert Street built a compressionless engine whose principle of operation would

  • dominate for nearly a century. 1807: Nicéphore Niépce installed his 'moss,

  • coal-dust and resin' fueled Pyréolophore internal combustion engine in a boat and powered

  • up the river Saône in France. A patent was subsequently granted by Emperor Napoleon Bonaparte

  • on 20 July 1807. 1807: Swiss engineer François Isaac de Rivaz

  • built an internal combustion engine powered by a hydrogen and oxygen mixture, and ignited

  • by electric spark. 1823: Samuel Brown patented the first internal

  • combustion engine to be applied industrially. It was compressionless and based on what Hardenberg

  • calls the "Leonardo cycle", which, as the name implies, was already out of date at that

  • time. 1824: French physicist Sadi Carnot established

  • the thermodynamic theory of idealized heat engines.

  • 1826 April 1: American Samuel Morey received a patent for a compressionless "Gas or Vapor

  • Engine." 1833: Lemuel Wellman Wright, UK patent 6525,

  • table-type gas engine. Double-acting gas engine, first record of water-jacketed cylinder.

  • 1838: A patent was granted to William Barnett. According to Dugald Clerk, this was the first

  • recorded use of in-cylinder compression. 1853-57: Eugenio Barsanti and Felice Matteucci

  • invented and patented an engine using the free-piston principle that was possibly the

  • first 4-cycle engine.

  • 1856: in Florence at Fonderia del Pignone, Pietro Benini realized a working prototype

  • of the Italian engine supplying 5 HP. In subsequent years he developed more powerful engineswith

  • one or two pistonswhich served as steady power sources, replacing steam engines.

  • 1857: Eugenio Barsanti and Felice Matteucci describe the principles of the free piston

  • engine where the vacuum after the explosion allows atmospheric pressure to deliver the

  • power stroke. Otto and Langen were the first to make a marketable engine based on this

  • concept 10 years later. 1860-1920

  • 1860: Belgian Jean Joseph Etienne Lenoir produced a gas-fired internal combustion engine similar

  • in appearance to a horizontal double-acting steam engine, with cylinders, pistons, connecting

  • rods, and flywheel in which the gas essentially took the place of the steam. This was the

  • first internal combustion engine to be produced in numbers.

  • 1861 The earliest confirmed patent of the 4-cycle engine, by Alphonse Beau de Rochas.

  • A year earlier, Christian Reithmann made an engine which may have been the same, but it's

  • unknown since his patent wasn't clear on this point.

  • 1862: The German Nikolaus Otto begins to manufacture a gas engine. Actually, it was a no compression

  • Lenoir engine with a free piston. 1863: Nikolaus Otto, patented in England and

  • other countries his first atmospheric gas engine. Otto was the first to build and sell

  • this type of compressionless engine designed with an indirect-acting free-piston, whose

  • great efficiency won the support of Eugen Langen and then most of the market, which

  • at that time was mainly for small stationary engines fuelled by lighting gas. Eugen Langen

  • collaborated with Otto in the design and they began to manufacture it in 1864.

  • 1865: Pierre Hugon started production of the Hugon engine, similar to the Lenoir engine,

  • but with better economy, and more reliable flame ignition.

  • 1867: Otto and Langen exhibited their free piston engine at the Paris Exhibition in 1867,

  • and they won the greatest award. It had less than half the gas consumption of the Lenoir

  • or Hugon engines. 1870: In Vienna, Siegfried Marcus put the

  • first mobile gasoline engine on a handcart. 1872: In America George Brayton invented Brayton's

  • Ready Motor and went into commercial production, this used constant pressure combustion, and

  • was the first commercial liquid fuelled internal combustion engine.

  • 1876: Nikolaus Otto, working with Gottlieb Daimler and Wilhelm Maybach, started the genesis

  • of the four-cycle engine. The German courts, however, did not hold his patent to cover

  • all in-cylinder compression engines or even the four-stroke cycle, and after this decision,

  • in-cylinder compression became universal. 1878: Dugald Clerk designed the first two-stroke

  • engine with in-cylinder compression. He patented it in England in 1881.

  • 1879: Karl Benz, working independently, was granted a patent for his internal combustion

  • engine, a reliable two-stroke gas engine, based on the same technology as De Rochas's

  • design of the four-stroke engine. Later, Benz designed and built his own four-stroke engine

  • that was used in his automobiles, which were developed in 1885, patented in 1886, and became

  • the first automobiles in production. 1882: James Atkinson invented the Atkinson

  • cycle engine. Atkinson’s engine had one power phase per revolution together with different

  • intake and expansion volumes, potentially making it more efficient than the Otto cycle,

  • but certainly avoiding Otto's patent. 1884: British engineer Edward Butler constructed

  • the first petrol internal combustion engine. Butler invented the spark plug, ignition magneto,

  • coil ignition and spray jet carburetor, and was the first to use the word petrol.

  • 1885: German engineer Gottlieb Daimler received a German patent for a supercharger

  • 1889: Félix Millet begins development of the first vehicle to be powered by a rotary

  • engine in transportation history. 1891: Herbert Akroyd Stuart built his oil

  • engine, leasing rights to Hornsby of England to build them. They built the first cold-start

  • compression-ignition engines. In 1892, they installed the first ones in a water pumping

  • station. In the same year, an experimental higher-pressure version produced self-sustaining

  • ignition through compression alone. 1892: Rudolf Diesel developed his Carnot heat

  • engine type motor . 1887: Gustaf de Laval introduces the de Laval

  • nozzle 1893 February 23: Rudolf Diesel received a

  • patent for his compression ignition engine. 1896: Karl Benz invented the boxer engine,

  • also known as the horizontally opposed engine, or the flat engine, in which the corresponding

  • pistons reach top dead center at the same time, thus balancing each other in momentum.

  • 1898: Fay Oliver Farwell designs the prototype of the line of Adams-Farwell automobiles,

  • all to be powered with three or five cylinder rotary internal combustion engines.

  • 1900: Rudolf Diesel demonstrated the diesel engine in the 1900 Exposition Universelle

  • using peanut oil fuel. 1900: Wilhelm Maybach designed an engine built

  • at Daimler Motoren Gesellschaftfollowing the specifications of Emil Jellinekwho

  • required the engine to be named Daimler-Mercedes after his daughter. In 1902 automobiles with

  • that engine were put into production by DMG. 1903 - Konstantin Tsiolkovsky begins a series

  • of theoretical papers discussing the use of rocketry to reach outer space. A major point

  • in his work is liquid fueled rockets. 1903: Ægidius Elling builds a gas turbine

  • using a centrifugal compressor which runs under its own power. By most definitions,

  • this is the first working gas turbine. 1905 Alfred Buchi patents the turbocharger

  • and starts producing the first examples. 1903-1906: The team of Armengaud and Lemale

  • in France build a complete gas turbine engine. It uses three separate compressors driven

  • by a single turbine. Limits on the turbine temperatures allow for only a 3:1 compression

  • ratio, and the turbine is not based on a Parsons-like "fan", but a Pelton wheel-like arrangement.

  • The engine is so inefficient, at about 3% thermal efficiency, that the work is abandoned.

  • 1908: New Zealand inventor Ernest Godward started a motorcycle business in Invercargill

  • and fitted the imported bikes with his own invention – a petrol economiser. His economisers

  • worked as well in cars as they did in motorcycles. 1908: Hans Holzwarth starts work on extensive

  • research on an "explosive cycle" gas turbine, based on the Otto cycle. This design burns

  • fuel at a constant volume and is somewhat more efficient. By 1927, when the work ended,

  • he has reached about 13% thermal efficiency. 1908: René Lorin patents a design for the

  • ramjet engine. 1916: Auguste Rateau suggests using exhaust-powered

  • compressors to improve high-altitude performance, the first example of the turbocharger.

  • 1920-1980 1920: William Joseph Stern reports to the

  • Royal Air Force that there is no future for the turbine engine in aircraft. He bases his

  • argument on the extremely low efficiency of existing compressor designs. Due to Stern's

  • eminence, his paper is so convincing there is little official interest in gas turbine

  • engines anywhere, although this does not last long.

  • 1921: Maxime Guillaume patents the axial-flow gas turbine engine. It uses multiple stages

  • in both the compressor and turbine, combined with a single very large combustion chamber.

  • 1923: Edgar Buckingham at the United States National Bureau of Standards publishes a report

  • on jets, coming to the same conclusion as W.J. Stern, that the turbine engine is not

  • efficient enough. In particular he notes that a jet would use five times as much fuel as

  • a piston engine. 1925: The Hesselman engine is introduced by

  • Swedish engineer Jonas Hesselman represented the first use of direct gasoline injection

  • on a spark-ignition engine. 1925: Wilhelm Pape patents a constant-volume

  • engine design. 1926: Alan Arnold Griffith publishes his groundbreaking

  • paper Aerodynamic Theory of Turbine Design, changing the low confidence in jet engines.

  • In it he demonstrates that existing compressors are "flying stalled", and that major improvements

  • can be made by redesigning the blades from a flat profile into an airfoil, going on to

  • mathematically demonstrate that a practical engine is definitely possible and showing

  • how to build a turboprop. 1926 - Robert Goddard launches the first liquid-fueled

  • rocket 1927: Aurel Stodola publishes his "Steam and

  • Gas Turbines" - basic reference for jet propulsion engineers in the USA.

  • 1927: A testbed single-shaft turbo-compressor based on Griffith's blade design is tested

  • at the Royal Aircraft Establishment. 1929: Frank Whittle's thesis on jet engines

  • is published 1930: Schmidt patents a pulse-jet engine in

  • Germany. 1935: Hans von Ohain creates plans for a turbojet

  • engine and convinces Ernst Heinkel to develop a working model. Along with a single mechanic

  • von Ohain develops the worlds first turbojet on a test stand.

  • 1936: French engineer René Leduc, having independently re-discovered René Lorin's

  • design, successfully demonstrates the world's first operating ramjet.

  • 1937: The first successful run of Sir Frank Whittle's gas turbine for jet propulsion.

  • March, 1937: The Heinkel HeS 1 experimental hydrogen fueled centrifugal jet engine is

  • tested at Hirth. 27 August 1939: Flight of the world's first

  • turbojet power aircraft. Hans von Ohain's Heinkel He 178 V1 pioneer turbojet aircraft

  • prototype makes its first flight, powered by an He S 3 von Ohain engine.

  • 15 May 1941: The Gloster E.28/39 becomes the first British jet-engined aircraft to fly,

  • using a Power Jets W.1 turbojet designed by Frank Whittle and others.

  • 1942: Max Bentele discovers in Germany that turbine blades can break if vibrations are

  • in its resonance range, a phenomenon already known in the USA from the steam turbine experience.

  • July 18, 1942: The Messerschmitt Me 262 first jet engine flight

  • 1946: Sam Baylin develops the Baylin Engine a three cycle internal combustion engine with

  • rotary pistons. A crude but complex example of the future Wankel engine.

  • In the early 1950s engineers for The Texas Company—i.e. now Chevrondeveloped a four

  • stroke engine with a fuel injector that employed what was called the Texco Combustion Process,

  • which unlike normal four stroke gasoline engines which used a separate valve for the intake

  • of the air-gasoline mixture, with the T.C.P. engine the intake valve with a built in special

  • shroud delivers the air to the cylinder in a tornado type fashion at then the fuel is

  • injected and ignited by a spark plug. The inventors claimed their engine could burn

  • on almost any petroleum based fuel of any octane and even some alcohol based fuels—e.g.

  • kerosine, benzine, motor oil, tractor oil, etc.—without the pre-combustion knock and

  • the complete burning of the fuel inject into the cylinder. While development was well advanced

  • by 1950, there is no records of the T.C.P. engine being used commercially.

  • 1950s development begins by US firms of the Free-piston engine concept which is a crankless

  • internal combustion engine. 1954: Felix Wankel's first working prototype

  • DKM 54 of the Wankel engine 1980 to present

  • 1986 Benz Gmbh files for patent protection for a form of Scotch yoke engine and begins

  • development of same. Development subsequently abandoned.

  • 2004 Hyper-X first scram-jet to maintain altitude 2004 Toyota Motor Corp files for patent protection

  • for new form of Scotch yoke engine. 2014 Ford Motor Company files patent for compact

  • turbine engine. Engine starting

  • Early internal combustion engines were started by hand cranking. Various types of starter

  • motor were later developed. These included: An auxiliary petrol engine for starting a

  • larger petrol or diesel engine. The Hucks starter is an example

  • Cartridge starters, such as the Coffman engine starter, which used a device like a blank

  • shotgun cartridge. These were popular for aircraft engines

  • Pneumatic starters Hydraulic starters

  • Electric starters Electric starters are now almost universal

  • for small and medium-sized engines, while pneumatic starters are used for large engines.

  • Modern vs. historical piston engines The first piston engines did not have compression,

  • but ran on an air-fuel mixture sucked or blown in during the first part of the intake stroke.

  • The most significant distinction between modern internal combustion engines and the early

  • designs is the use of compression and, in particular, in-cylinder compression.

  • See also Bertha Benz Memorial Route, commemorating

  • the world's first long distance journey with an automobile propelled by an internal combustion

  • engine in 1888. Harry Ricardo

  • Timeline of heat engine technology Timeline of motor vehicle brands

  • References

  • Notes

  • Further reading Sloss, Robert. "The Children Of The Gas-Engine:

  • The Revolution In Speed And In Convenience In Transportation - Automobiles, Motor-Cycles,

  • Motor-Boats, Aeroplanes And Other Queer Craft That Ten Years Have Brought". The World's

  • Work: A History of Our Time XXI: 13869–13877. Retrieved 2009-07-10. 

Although various forms of internal combustion engines were developed before the 19th century,

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内燃機関の歴史 (History of the internal combustion engine)

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    Xryssa Xanthopoulou に公開 2021 年 01 月 14 日
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