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100-583: The bus was based on a license-built chassis of the Saurer 3CT1D bus designed by Swiss Saurer company and a six-cylinder Saurer BLD engine, also license-built in Poland. The license for the chassis was bought in 1932 and initially 70 Saurer 3CT1D buses were completed entirely of Swiss-made parts. Until 1934 additional 43 chassis were completed, partially of parts produced in Poland. Some of those were finished with bus bodies, others were converted to 5-tonne lorries for

200-414: A carcinogen or "probable carcinogen" and is known to increase the risk of heart and respiratory diseases. In principle, a diesel engine does not require any sort of electrical system. However, most modern diesel engines are equipped with an electrical fuel pump, and an electronic engine control unit. However, there is no high-voltage electrical ignition system present in a diesel engine. This eliminates

300-565: A V12 design in 1918. The FLB series, developed from the 1930s to the 1940s, were based on the principles of the Junkers Jumo 205 . Like the Jumo they were two-stroke diesels with two crank shafts and two pistons per combustion chamber. However the cylinders were bent into a V shape, allowing them to be doubled up on each crank shaft to create a compact diamond arrangement. The design was also able to run on petrol, still with fuel injection and

400-841: A civilian version of the Saurer F006 military vehicle, which they called the 260Z, on display at the Geneva Motor Show 1979. The 260Z was not produced, though three prototypes were created which are listed in the Monteverdi Museum in Binningen . While Monteverdi did not use the Saurer chassis, they did produce two versions of a luxury SUV vehicle called the Safari/Sahara , based on the International Scout vehicle. Another civilian version, called

500-452: A diesel engine drops at lower loads, however, it does not drop quite as fast as the Otto (spark ignition) engine's. Diesel engines are combustion engines and, therefore, emit combustion products in their exhaust gas . Due to incomplete combustion, diesel engine exhaust gases include carbon monoxide , hydrocarbons , particulate matter , and nitrogen oxides pollutants. About 90 per cent of

600-516: A few degrees releasing the pressure and is controlled by a mechanical governor, consisting of weights rotating at engine speed constrained by springs and a lever. The injectors are held open by the fuel pressure. On high-speed engines the plunger pumps are together in one unit. The length of fuel lines from the pump to each injector is normally the same for each cylinder in order to obtain the same pressure delay. Direct injected diesel engines usually use orifice-type fuel injectors. Electronic control of

700-407: A finite area, and the net output of work during a cycle is positive. The fuel efficiency of diesel engines is better than most other types of combustion engines, due to their high compression ratio, high air–fuel equivalence ratio (λ) , and the lack of intake air restrictions (i.e. throttle valves). Theoretically, the highest possible efficiency for a diesel engine is 75%. However, in practice

800-452: A fuel consumption of 519 g·kW ·h . However, despite proving the concept, the engine caused problems, and Diesel could not achieve any substantial progress. Therefore, Krupp considered rescinding the contract they had made with Diesel. Diesel was forced to improve the design of his engine and rushed to construct a third prototype engine. Between 8 November and 20 December 1895, the second prototype had successfully covered over 111 hours on

900-409: A full set of valves, two-stroke diesel engines have simple intake ports, and exhaust ports (or exhaust valves). When the piston approaches bottom dead centre, both the intake and the exhaust ports are "open", which means that there is atmospheric pressure inside the cylinder. Therefore, some sort of pump is required to blow the air into the cylinder and the combustion gasses into the exhaust. This process

1000-403: A low-pressure loop at the bottom of the diagram. At 1 it is assumed that the exhaust and induction strokes have been completed, and the cylinder is again filled with air. The piston-cylinder system absorbs energy between 1 and 2 – this is the work needed to compress the air in the cylinder, and is provided by mechanical kinetic energy stored in the flywheel of the engine. Work output is done by

1100-532: A more efficient replacement for stationary steam engines . Since the 1910s, they have been used in submarines and ships. Use in locomotives , buses, trucks, heavy equipment , agricultural equipment and electricity generation plants followed later. In the 1930s, they slowly began to be used in some automobiles . Since the 1970s energy crisis , demand for higher fuel efficiency has resulted in most major automakers, at some point, offering diesel-powered models, even in very small cars. According to Konrad Reif (2012),

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1200-681: A notable exception being the EMD 567 , 645 , and 710 engines, which are all two-stroke. The power output of medium-speed diesel engines can be as high as 21,870 kW, with the effective efficiency being around 47-48% (1982). Most larger medium-speed engines are started with compressed air direct on pistons, using an air distributor, as opposed to a pneumatic starting motor acting on the flywheel, which tends to be used for smaller engines. Medium-speed engines intended for marine applications are usually used to power ( ro-ro ) ferries, passenger ships or small freight ships. Using medium-speed engines reduces

1300-535: A petroleum engine with glow-tube ignition in the early 1890s; he claimed against his own better judgement that his glow-tube ignition engine worked the same way Diesel's engine did. His claims were unfounded and he lost a patent lawsuit against Diesel. Other engines, such as the Akroyd engine and the Brayton engine , also use an operating cycle that is different from the diesel engine cycle. Friedrich Sass says that

1400-415: A poorer power-to-mass ratio than an equivalent petrol engine. The lower engine speeds (RPM) of typical diesel engines results in a lower power output. Also, the mass of a diesel engine is typically higher, since the higher operating pressure inside the combustion chamber increases the internal forces, which requires stronger (and therefore heavier) parts to withstand these forces. The distinctive noise of

1500-408: A regular trunk-piston. Two-stroke engines have a limited rotational frequency and their charge exchange is more difficult, which means that they are usually bigger than four-stroke engines and used to directly power a ship's propeller. Four-stroke engines on ships are usually used to power an electric generator. An electric motor powers the propeller. Both types are usually very undersquare , meaning

1600-435: A simple mechanical injection system since exact injection timing is not as critical. Most modern automotive engines are DI which have the benefits of greater efficiency and easier starting; however, IDI engines can still be found in the many ATV and small diesel applications. Indirect injected diesel engines use pintle-type fuel injectors. Early diesel engines injected fuel with the assistance of compressed air, which atomised

1700-536: A single orifice injector. The pre-chamber has the disadvantage of lowering efficiency due to increased heat loss to the engine's cooling system, restricting the combustion burn, thus reducing the efficiency by 5–10%. IDI engines are also more difficult to start and usually require the use of glow plugs. IDI engines may be cheaper to build but generally require a higher compression ratio than the DI counterpart. IDI also makes it easier to produce smooth, quieter running engines with

1800-527: A single speed for long periods. Two-stroke engines use a combustion cycle which is completed in two strokes instead of four strokes. Filling the cylinder with air and compressing it takes place in one stroke, and the power and exhaust strokes are combined. The compression in a two-stroke diesel engine is similar to the compression that takes place in a four-stroke diesel engine: As the piston passes through bottom centre and starts upward, compression commences, culminating in fuel injection and ignition. Instead of

1900-426: A small chamber called a swirl chamber, precombustion chamber, pre chamber or ante-chamber, which is connected to the cylinder by a narrow air passage. Generally the goal of the pre chamber is to create increased turbulence for better air / fuel mixing. This system also allows for a smoother, quieter running engine, and because fuel mixing is assisted by turbulence, injector pressures can be lower. Most IDI systems use

2000-490: A small test engine was run in both modes. The FLB 1000 had three banks giving a design output of 1,000 hp and was briefly bench-tested using petrol. However the project was dropped before it could be run on diesel. The FLB project was dropped to make room for an urgent requirement to develop the Hispano-Suiza 12Y-51 V-12, a conventional four-stroke petrol engine which was no longer available. Saurer developed it as

2100-530: A source of radio frequency emissions (which can interfere with navigation and communication equipment), which is why only diesel-powered vehicles are allowed in some parts of the American National Radio Quiet Zone . To control the torque output at any given time (i.e. when the driver of a car adjusts the accelerator pedal ), a governor adjusts the amount of fuel injected into the engine. Mechanical governors have been used in

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2200-400: A spark plug ( compression ignition rather than spark ignition ). In the diesel engine, only air is initially introduced into the combustion chamber. The air is then compressed with a compression ratio typically between 15:1 and 23:1. This high compression causes the temperature of the air to rise. At about the top of the compression stroke, fuel is injected directly into the compressed air in

2300-417: A swirl chamber or pre-chamber are called indirect injection (IDI) engines. Most direct injection diesel engines have a combustion cup in the top of the piston where the fuel is sprayed. Many different methods of injection can be used. Usually, an engine with helix-controlled mechanic direct injection has either an inline or a distributor injection pump. For each engine cylinder, the corresponding plunger in

2400-422: A two-stroke ship diesel engine has a single-stage turbocharger with a turbine that has an axial inflow and a radial outflow. In general, there are three types of scavenging possible: Crossflow scavenging is incomplete and limits the stroke, yet some manufacturers used it. Reverse flow scavenging is a very simple way of scavenging, and it was popular amongst manufacturers until the early 1980s. Uniflow scavenging

2500-428: A very significant segment of Saurer production. Typically Saurer, or Berna, trolleybuses featured Brown, Boveri & Cie or Société Anonyme des Ateliers de Sécheron (SAAS) electric equipment and Carrosserie Hess bodies. Saurer trolleybuses operated in most of Central Europe countries, and still do in several of them. In World War 2, a restructured type BT 4500 and 5 BHw of Saurer trucks were used to gas people in

2600-461: Is a combustion engine that is more efficient than a diesel engine, but due to its mass and dimensions, is unsuitable for many vehicles, including watercraft and some aircraft . The world's largest diesel engines put in service are 14-cylinder, two-stroke marine diesel engines; they produce a peak power of almost 100 MW each. Diesel engines may be designed with either two-stroke or four-stroke combustion cycles . They were originally used as

2700-553: Is a manufacturer of systems for spinning, texturizing, twisting and embroidery. Also, since 2007 the remaining Saurer AG automative part "Graziano Trasmissioni", a manufacturer of gears, gear groups and complete transmission systems for agricultural, earth moving and special vehicles as well as for four wheel drive passenger cars and luxury sport cars, has been integrated into the Oerlikon Corporation. The Saurer F006 (also known as Saurer 288) and F007 were, apart from

2800-423: Is a simplified and idealised representation of the events involved in a diesel engine cycle, arranged to illustrate the similarity with a Carnot cycle . Starting at 1, the piston is at bottom dead centre and both valves are closed at the start of the compression stroke; the cylinder contains air at atmospheric pressure. Between 1 and 2 the air is compressed adiabatically – that is without heat transfer to or from

2900-431: Is also avoided compared with non-direct-injection gasoline engines, as unburned fuel is not present during valve overlap, and therefore no fuel goes directly from the intake/injection to the exhaust. Low-speed diesel engines (as used in ships and other applications where overall engine weight is relatively unimportant) can reach effective efficiencies of up to 55%. The combined cycle gas turbine (Brayton and Rankine cycle)

3000-403: Is approximately 5 MW. Medium-speed engines are used in large electrical generators, railway diesel locomotives , ship propulsion and mechanical drive applications such as large compressors or pumps. Medium speed diesel engines operate on either diesel fuel or heavy fuel oil by direct injection in the same manner as low-speed engines. Usually, they are four-stroke engines with trunk pistons;

3100-429: Is called scavenging . The pressure required is approximately 10-30 kPa. Due to the lack of discrete exhaust and intake strokes, all two-stroke diesel engines use a scavenge blower or some form of compressor to charge the cylinders with air and assist in scavenging. Roots-type superchargers were used for ship engines until the mid-1950s, however since 1955 they have been widely replaced by turbochargers. Usually,

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3200-431: Is called a compression-ignition engine (CI engine). This contrasts with engines using spark plug -ignition of the air-fuel mixture, such as a petrol engine ( gasoline engine) or a gas engine (using a gaseous fuel like natural gas or liquefied petroleum gas ). Diesel engines work by compressing only air, or air combined with residual combustion gases from the exhaust (known as exhaust gas recirculation , "EGR"). Air

3300-492: Is controlled by manipulating the air-fuel ratio (λ) ; instead of throttling the intake air, the diesel engine relies on altering the amount of fuel that is injected, and thus the air-fuel ratio is usually high. The diesel engine has the highest thermal efficiency (see engine efficiency ) of any practical internal or external combustion engine due to its very high expansion ratio and inherent lean burn, which enables heat dissipation by excess air. A small efficiency loss

3400-404: Is done on the system to which the engine is connected. During this expansion phase the volume of the gas rises, and its temperature and pressure both fall. At 4 the exhaust valve opens, and the pressure falls abruptly to atmospheric (approximately). This is unresisted expansion and no useful work is done by it. Ideally the adiabatic expansion should continue, extending the line 3–4 to the right until

3500-413: Is inducted into the chamber during the intake stroke, and compressed during the compression stroke. This increases air temperature inside the cylinder so that atomised diesel fuel injected into the combustion chamber ignites. With the fuel being injected into the air just before combustion, the dispersion of fuel is uneven; this is called a heterogeneous air-fuel mixture. The torque a diesel engine produces

3600-464: Is more complicated to make but allows the highest fuel efficiency; since the early 1980s, manufacturers such as MAN and Sulzer have switched to this system. It is standard for modern marine two-stroke diesel engines. So-called dual-fuel diesel engines or gas diesel engines burn two different types of fuel simultaneously , for instance, a gaseous fuel and diesel engine fuel. The diesel engine fuel auto-ignites due to compression ignition, and then ignites

3700-507: The EU average for diesel cars at the time accounted for half of newly registered cars. However, air pollution and overall emissions are more difficult to control in diesel engines compared to gasoline engines, and the use of diesel auto engines in the U.S. is now largely relegated to larger on-road and off-road vehicles . Though aviation has traditionally avoided using diesel engines, aircraft diesel engines have become increasingly available in

3800-467: The Mercedes G and Puch 230GE joint venture vehicle with the front turn signals mounted conventionally on the front of the vehicle. The equipment installed in the front bumper parking lights can be turned by flicking the "Tarnlicht" switch (a multipurpose military switch for light dimming). The basic vehicle has a fixed open back cab. The passenger seats are closed with a fast demountable plastic sheet at

3900-534: The Monteverdi 250 - Z , was derived from the Saurer F006 by Monteverdi , with engineering input from Berna . Saurer took over the production. The axles are from the International Scout. The vehicle had a plastic body made of polyester. For power, the drive-train was a 6-cylinder petrol engine from Volvo with an automatic transmission. Maximum speed was 100 km/h. Overall styling contrasted with

4000-688: The NAW brand, while the last Saurer-badged truck sold in the open market was delivered in 1983. Four years later, in 1987, a model 10DM supplied to the Swiss Army meant the very last Saurer truck produced in history. In 1982 Daimler-Benz had acquired a major shareholding in NAW and soon took full control; and in a short time dropped Saurer, Berna and FBW brands, while using NAW premises to assemble heavy haulage versions of Mercedes-Benz trucks. Eventually NAW went into liquidation in early 2003. Last remain of

4100-675: The Polish Army . In 1936 the PZInż designed a new all-metal body for the Saurer 3CT1D and named the new bus "Zawrat" after the pass in Tatra Mountains . The bus had two doors and seats for 50 passengers. In line with other buses of pre-war construction, the rear doors were used for entry to the vehicle. However, unlike all previous wooden-built buses used or tested in Warsaw (such as Büssing 650 TU, Somua SIX or Chevrolet EFD FS 183)

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4200-722: The United Kingdom , and the United States for "Method of and Apparatus for Converting Heat into Work". In 1894 and 1895, he filed patents and addenda in various countries for his engine; the first patents were issued in Spain (No. 16,654), France (No. 243,531) and Belgium (No. 113,139) in December 1894, and in Germany (No. 86,633) in 1895 and the United States (No. 608,845) in 1898. Diesel

4300-416: The 21st century. Since the late 1990s, for various reasons—including the diesel's inherent advantages over gasoline engines, but also for recent issues peculiar to aviation—development and production of diesel engines for aircraft has surged, with over 5,000 such engines delivered worldwide between 2002 and 2018, particularly for light airplanes and unmanned aerial vehicles . In 1878, Rudolf Diesel , who

4400-454: The Carnot cycle. Diesel was also introduced to a fire piston , a traditional fire starter using rapid adiabatic compression principles which Linde had acquired from Southeast Asia . After several years of working on his ideas, Diesel published them in 1893 in the essay Theory and Construction of a Rational Heat Motor . Diesel was heavily criticised for his essay, but only a few found

4500-501: The F006, but utilizing a cab-over design, with the engine compartment located internally. Unlike the F006, the F007 has three windshield wiper blades instead of two, four headlights instead of two, and the front parking lights and turn signals are housed in the same headlamp shell. The gasoline tank filler neck is on the left side immediately behind the driver's door, and not as in the F006 on

4600-565: The Germans stole much of the fleet of Warsaw Tramways . The last surviving Zawrat (body number 53) was returned to service after the war and served in the ruined city until 1949. Saurer Adolph Saurer AG was a Swiss manufacturer of embroidery and textile machines, trucks and buses under the Saurer and Berna (beginning in 1929) brand names. Based in Arbon , Switzerland , the firm

4700-458: The Nazi Chełmno extermination camp . Extermination vans were adapted, when they went in for repair, to carry the optimum number of people who could be gassed in the time it took to drive them from Chelmno to the woods where they were disposed of in ovens. There was concern about the strain on the front axle if too many people were loaded to be gassed, but as piles of bodies were always closest to

4800-648: The Saurer automotive activity in Arbon is the present FPT Industrial S.p.A. engine research centre, that up to 1990 had been the Saurer Motorenforschung Research & Development Centre. In 1995, Ernst Thomke , reputed Swiss Manager, took over the leadership of Saurer AG in Arbon as chairman of the board. To restructure this conglomerate, he had previously abandoned his position with its then major shareholder: BB Industrie Holding AG (22%). The previous major shareholder Tito Tettamanti of

4900-557: The Saurer name until 1918. In 1922 IMTC would become Mack Trucks, Inc. Saurer trucks were developed along the years into four basic ranges: It was the B-type that established Saurer's international reputation as a builder of long-lasting trucks. In 1929 Saurer acquired its Swiss rival, Motorwagenfabrik Berna AG of Olten , but the Berna name was allowed to continue, badging the very same Saurer models. From 1932 on, trolleybuses were

5000-597: The Swiss Army cross-country trucks known as the (6-ton) Saurer 6DM and the (10-ton) Saurer 10DM, the last vehicle designs of the company. In the late 1970s, the F006 design was intended as a successor to the Jeep for the Swiss Army. It was hoped that the vehicle would also be purchased by fire departments and become work vehicles for community structures, such as road maintenance operations, forest rangers, electric and water utilities, etc. Luxury car manufacturer Monteverdi put

5100-572: The YS-2, which entered limited production. It was fitted to the EKW C-3604 and Doflug D-3802 . The further developed YS-3 flew in the prototype Doflug D-3803 . Declining sales in the early 1980s saw the two leading Swiss truck makers, Saurer and FBW (Franz Brozincevic & Cie of Wetzikon , Switzerland), forming a joint organization called Nutzfahrzeuggesellschaft Arbon & Wetzikon , proceeding with motorbus and trolleybus production under

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5200-495: The Zawrat had a completely closed passenger cabin, without an open platform at the rear. The first 12 buses were delivered to Warsaw in 1936 and on 13 July 1936 the first new "T" line started to operate them. By the end of the next year 6 additional buses were delivered, which allowed for creation or extension of five new bus lines. While spacious, the type proved cumbersome to operate. The chassis proved too rigid, making turning in

5300-400: The amount of fuel injected into the engine. Due to the amount of air being constant (for a given RPM) while the amount of fuel varies, very high ("lean") air-fuel ratios are used in situations where minimal torque output is required. This differs from a petrol engine, where a throttle is used to also reduce the amount of intake air as part of regulating the engine's torque output. Controlling

5400-470: The bore is smaller than the stroke. Low-speed diesel engines (as used in ships and other applications where overall engine weight is relatively unimportant) often have an effective efficiency of up to 55%. Like medium-speed engines, low-speed engines are started with compressed air, and they use heavy oil as their primary fuel. Four-stroke engines use the combustion cycle described earlier. Most smaller diesels, for vehicular use, for instance, typically use

5500-448: The combustion chamber, the droplets continue to vaporise from their surfaces and burn, getting smaller, until all the fuel in the droplets has been burnt. Combustion occurs at a substantially constant pressure during the initial part of the power stroke. The start of vaporisation causes a delay before ignition and the characteristic diesel knocking sound as the vapour reaches ignition temperature and causes an abrupt increase in pressure above

5600-418: The combustion chamber. This may be into a (typically toroidal ) void in the top of the piston or a pre-chamber depending upon the design of the engine. The fuel injector ensures that the fuel is broken down into small droplets, and that the fuel is distributed evenly. The heat of the compressed air vaporises fuel from the surface of the droplets. The vapour is then ignited by the heat from the compressed air in

5700-422: The competing machine's width at ten meters.  In 1913 it increased the width to 15 meters. The embroidery industry experienced many ups and downs due to fashion, trade policies and world wars. Saurer diversified into petrol and diesel engines , and then trucks to reduce its exposure to this volatility. However, Saurer continued to innovate and is still a leader in schiffli embroidery machines. In 1896

5800-425: The compressed gas. Combustion and heating occur between 2 and 3. In this interval the pressure remains constant since the piston descends, and the volume increases; the temperature rises as a consequence of the energy of combustion. At 3 fuel injection and combustion are complete, and the cylinder contains gas at a higher temperature than at 2. Between 3 and 4 this hot gas expands, again approximately adiabatically. Work

5900-452: The compression ratio in a spark-ignition engine where fuel and air are mixed before entry to the cylinder is limited by the need to prevent pre-ignition , which would cause engine damage. Since only air is compressed in a diesel engine, and fuel is not introduced into the cylinder until shortly before top dead centre ( TDC ), premature detonation is not a problem and compression ratios are much higher. The pressure–volume diagram (pV) diagram

6000-473: The compression required for his cycle: By June 1893, Diesel had realised his original cycle would not work, and he adopted the constant pressure cycle. Diesel describes the cycle in his 1895 patent application. Notice that there is no longer a mention of compression temperatures exceeding the temperature of combustion. Now it is simply stated that the compression must be sufficient to trigger ignition. In 1892, Diesel received patents in Germany , Switzerland ,

6100-416: The concept of air-blast injection from George B. Brayton , albeit that Diesel substantially improved the system. On 17 February 1894, the redesigned engine ran for 88 revolutions – one minute; with this news, Maschinenfabrik Augsburg's stock rose by 30%, indicative of the tremendous anticipated demands for a more efficient engine. On 26 June 1895, the engine achieved an effective efficiency of 16.6% and had

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6200-459: The conglomerate founded in 1853, specialized in textile machinery and "propulsion technology", had acquired the main competitor in each field Schlafhorst , with a large manufacturing capacity excess and Ghidela . Thomke led actively Saurer AG until 1996, when he retired to the direction of the Board until 1999. In his years he promulgated transparency at all levels, flexible working hours, optimized

6300-424: The cost of smaller ships and increases their transport capacity. In addition to that, a single ship can use two smaller engines instead of one big engine, which increases the ship's safety. Low-speed diesel engines are usually very large in size and mostly used to power ships . There are two different types of low-speed engines that are commonly used: Two-stroke engines with a crosshead, and four-stroke engines with

6400-616: The diesel engine is Diesel's "very own work" and that any "Diesel myth" is " falsification of history ". Diesel sought out firms and factories that would build his engine. With the help of Moritz Schröter and Max Gutermuth  [ de ] , he succeeded in convincing both Krupp in Essen and the Maschinenfabrik Augsburg . Contracts were signed in April 1893, and in early summer 1893, Diesel's first prototype engine

6500-502: The doors there was no strain on the front axle. In 1951 Saurer and its Italian licensee, OM, reached an agreement by which Saurer would market in Switzerland OM's light and medium-weight trucks and buses, using Saurer-OM and Berna-OM badges. This was successful and lasted until Saurer closure. Saurer began licensed manufacture of aero engines in 1917. They also began developing their own designs, and built two prototypes of

6600-417: The efficiency is much lower, with efficiencies of up to 43% for passenger car engines, up to 45% for large truck and bus engines, and up to 55% for large two-stroke marine engines. The average efficiency over a motor vehicle driving cycle is lower than the diesel engine's peak efficiency (for example, a 37% average efficiency for an engine with a peak efficiency of 44%). That is because the fuel efficiency of

6700-428: The eldest surviving son Adolph Saurer (1841–1920) took over the company. He and his son Hippolyt (1878–1936) developed the enterprise as a joint-stock company . Hippolyt Saurer initiated the production of a phaeton body automobile run by a one-cylinder opposed-piston engine . In 1902 a first four-cylinder T-head engine model with touring car and sedan chassis was built. From 1903 onwards Saurer concentrated on

6800-606: The end only the 24 prototypes were built. One remained in service until 1988 and was subsequently donated to the Saurer Oldtimer Club. The other remaining vehicles are privately owned. Simultaneously with the Saurer F006, the Saurer F007 was introduced in 1980 as a Pinzgauer High-Mobility All-Terrain Vehicle with similar versions available to the public. The F007 uses the same chassis and the same drive unit as

6900-408: The environment – by the rising piston. (This is only approximately true since there will be some heat exchange with the cylinder walls .) During this compression, the volume is reduced, the pressure and temperature both rise. At or slightly before 2 (TDC) fuel is injected and burns in the compressed hot air. Chemical energy is released and this constitutes an injection of thermal energy (heat) into

7000-524: The first practical, satin stitch embroidery machine, known as the Handstickmaschine . Several Swiss companies began building and improving these machines, and their heyday lasted from roughly 1865 until the end of the century. Two of Franz Saurer's sons – Anton and Adolf - were aware of this invention, saw an opportunity, and began building hand embroidery machines in their father's foundry in about 1869. By 1873 F. Saurer & Söhne

7100-463: The four-stroke cycle. This is due to several factors, such as the two-stroke design's narrow powerband which is not particularly suitable for automotive use and the necessity for complicated and expensive built-in lubrication systems and scavenging measures. The cost effectiveness (and proportion of added weight) of these technologies has less of an impact on larger, more expensive engines, while engines intended for shipping or stationary use can be run at

7200-616: The fuel and forced it into the engine through a nozzle (a similar principle to an aerosol spray). The nozzle opening was closed by a pin valve actuated by the camshaft . Although the engine was also required to drive an air compressor used for air-blast injection, the efficiency was nonetheless better than other combustion engines of the time. However the system was heavy and it was slow to react to changing torque demands, making it unsuitable for road vehicles. A unit injector system, also known as "Pumpe-Düse" ( pump-nozzle in German) combines

7300-700: The fuel injection transformed the direct injection engine by allowing much greater control over the combustion. Common rail (CR) direct injection systems do not have the fuel metering, pressure-raising and delivery functions in a single unit, as in the case of a Bosch distributor-type pump, for example. A high-pressure pump supplies the CR. The requirements of each cylinder injector are supplied from this common high pressure reservoir of fuel. An Electronic Diesel Control (EDC) controls both rail pressure and injections depending on engine operating conditions. The injectors of older CR systems have solenoid -driven plungers for lifting

7400-405: The fuel pump measures out the correct amount of fuel and determines the timing of each injection. These engines use injectors that are very precise spring-loaded valves that open and close at a specific fuel pressure. Separate high-pressure fuel lines connect the fuel pump with each cylinder. Fuel volume for each single combustion is controlled by a slanted groove in the plunger which rotates only

7500-461: The gaseous fuel. Such engines do not require any type of spark ignition and operate similar to regular diesel engines. The fuel is injected at high pressure into either the combustion chamber , "swirl chamber" or "pre-chamber," unlike petrol engines where the fuel is often added in the inlet manifold or carburetor . Engines where the fuel is injected into the main combustion chamber are called direct injection (DI) engines, while those which use

7600-469: The high-road tested prototypes of the F007, but did not buy the vehicle. The existing Saurer F007's are now privately owned. Diesel engine The diesel engine , named after the German engineer Rudolf Diesel , is an internal combustion engine in which ignition of the fuel is caused by the elevated temperature of the air in the cylinder due to mechanical compression ; thus, the diesel engine

7700-419: The injection needle, whilst newer CR injectors use plungers driven by piezoelectric actuators that have less moving mass and therefore allow even more injections in a very short period of time. Early common rail system were controlled by mechanical means. The injection pressure of modern CR systems ranges from 140 MPa to 270 MPa. An indirect diesel injection system (IDI) engine delivers fuel into

7800-553: The injector and fuel pump into a single component, which is positioned above each cylinder. This eliminates the high-pressure fuel lines and achieves a more consistent injection. Under full load, the injection pressure can reach up to 220 MPa. Unit injectors are operated by a cam and the quantity of fuel injected is controlled either mechanically (by a rack or lever) or electronically. Due to increased performance requirements, unit injectors have been largely replaced by common rail injection systems. The average diesel engine has

7900-476: The mistake that he made; his rational heat motor was supposed to utilise a constant temperature cycle (with isothermal compression) that would require a much higher level of compression than that needed for compression ignition. Diesel's idea was to compress the air so tightly that the temperature of the air would exceed that of combustion. However, such an engine could never perform any usable work. In his 1892 US patent (granted in 1895) #542846, Diesel describes

8000-425: The narrow streets of downtown Warsaw a difficult task. Also the diesel engine proved too loud. Because of that already in 1938 the Zawrat buses were relegated to suburban service, where their disadvantages were less of a problem. During World War II most of Warsaw's Zawrat buses were mobilised by the army and eventually destroyed. Some bodies of Zawrat still in Warsaw were converted in 1943 to makeshift tramway cars as

8100-534: The past, however electronic governors are more common on modern engines. Mechanical governors are usually driven by the engine's accessory belt or a gear-drive system and use a combination of springs and weights to control fuel delivery relative to both load and speed. Electronically governed engines use an electronic control unit (ECU) or electronic control module (ECM) to control the fuel delivery. The ECM/ECU uses various sensors (such as engine speed signal, intake manifold pressure and fuel temperature) to determine

8200-480: The piston (not shown on the P-V indicator diagram). When combustion is complete the combustion gases expand as the piston descends further; the high pressure in the cylinder drives the piston downward, supplying power to the crankshaft. As well as the high level of compression allowing combustion to take place without a separate ignition system, a high compression ratio greatly increases the engine's efficiency. Increasing

8300-403: The piston-cylinder combination between 2 and 4. The difference between these two increments of work is the indicated work output per cycle, and is represented by the area enclosed by the pV loop. The adiabatic expansion is in a higher pressure range than that of the compression because the gas in the cylinder is hotter during expansion than during compression. It is for this reason that the loop has

8400-417: The pollutants can be removed from the exhaust gas using exhaust gas treatment technology. Road vehicle diesel engines have no sulfur dioxide emissions, because motor vehicle diesel fuel has been sulfur-free since 2003. Helmut Tschöke argues that particulate matter emitted from motor vehicles has negative impacts on human health. The particulate matter in diesel exhaust emissions is sometimes classified as

8500-408: The pressure falls to that of the surrounding air, but the loss of efficiency caused by this unresisted expansion is justified by the practical difficulties involved in recovering it (the engine would have to be much larger). After the opening of the exhaust valve, the exhaust stroke follows, but this (and the following induction stroke) are not shown on the diagram. If shown, they would be represented by

8600-491: The production and refined accounting systems. In 1996, the group Saurer AG went back into financial results showing profits. More than half of the revenues originating from Schlafhorst, upon its positive restructuring. Since 2007, the conglomerate Saurer AG, which meanwhile had reached a worldwide leading status in textile machinery, has been integrated into the Oerlikon Corporation . Oerlikon-Saurer Textile

8700-556: The production of commercial vehicles which soon gained a good reputation. The company ran subsidiary companies in Austria (1906–1959, in the end taken over by Steyr-Daimler-Puch ), France (1910–1956, taken over by Unic ), the United Kingdom (1927–1931, taken over by Armstrong Whitworth as Armstrong-Saurer ), and in Germany (1915–1918, taken over by MAN ). In Italy , the Officine Meccaniche (OM) manufacturer

8800-531: The rear including a military holder for a gas canister; a fixed structure is provided for use in case of fire. The F006 was first shown in 1980, and tested by the War Technical Department of the Swiss Army in 1982. They instead procured the Puch 230GE . Failure to secure the army production order meant that production of the vehicle for other potential customers was not economically viable, and in

8900-417: The right side between the rear and the rear wheel. The vehicle has a fixed cab which is open to the rear. The cargo area is covered with a plastic sheet, including two plastic windows on each side. This was based on the concept of the cab-over model 260 F by Monteverdi. For Swiss Army procurement, SUVs in addition to dedicated military vehicles were prepared for testing starting from 1982. The Swiss Army examined

9000-792: The rights to manufacture and sell heavy trucks under the Saurer brand name at its plant in Plainfield, New Jersey (which commenced operations in November 1911). On September 23, 1911, the Saurer Motor Truck Company merged with the Mack Brothers Motor Car Company of Allentown, Pennsylvania , headed by J. M. Mack, to form the International Motor Truck Company (IMTC). IMTC would continue to make and sell trucks using

9100-544: The test bench. In the January 1896 report, this was considered a success. In February 1896, Diesel considered supercharging the third prototype. Imanuel Lauster , who was ordered to draw the third prototype " Motor 250/400 ", had finished the drawings by 30 April 1896. During summer that year the engine was built, it was completed on 6 October 1896. Tests were conducted until early 1897. First public tests began on 1 February 1897. Moritz Schröter 's test on 17 February 1897

9200-890: The timing of the start of injection of fuel into the cylinder is similar to controlling the ignition timing in a petrol engine. It is therefore a key factor in controlling the power output, fuel consumption and exhaust emissions. There are several different ways of categorising diesel engines, as outlined in the following sections. Günter Mau categorises diesel engines by their rotational speeds into three groups: High-speed engines are used to power trucks (lorries), buses , tractors , cars , yachts , compressors , pumps and small electrical generators . As of 2018, most high-speed engines have direct injection . Many modern engines, particularly in on-highway applications, have common rail direct injection . On bigger ships, high-speed diesel engines are often used for powering electric generators. The highest power output of high-speed diesel engines

9300-532: Was a student at the "Polytechnikum" in Munich , attended the lectures of Carl von Linde . Linde explained that steam engines are capable of converting just 6–10% of the heat energy into work, but that the Carnot cycle allows conversion of much more of the heat energy into work by means of isothermal change in condition. According to Diesel, this ignited the idea of creating a highly efficient engine that could work on

9400-460: Was active between 1903 and 1982. Their vehicles were widely used across mainland Europe, particularly in the interwar period . In 1853 Franz Saurer (1806–1882) from Veringenstadt , Germany established an iron foundry for household goods near the Swiss town of Sankt Gallen . Eastern Switzerland was a centre for both embroidery and embroidery machine development. About 1850 Franz Rittmeyer built

9500-488: Was attacked and criticised over several years. Critics claimed that Diesel never invented a new motor and that the invention of the diesel engine is fraud. Otto Köhler and Emil Capitaine  [ de ] were two of the most prominent critics of Diesel's time. Köhler had published an essay in 1887, in which he describes an engine similar to the engine Diesel describes in his 1893 essay. Köhler figured that such an engine could not perform any work. Emil Capitaine had built

9600-477: Was built in Augsburg . On 10 August 1893, the first ignition took place, the fuel used was petrol. In winter 1893/1894, Diesel redesigned the existing engine, and by 18 January 1894, his mechanics had converted it into the second prototype. During January that year, an air-blast injection system was added to the engine's cylinder head and tested. Friedrich Sass argues that, it can be presumed that Diesel copied

9700-546: Was for many years licensee of Saurer engines and other mechanical units, which they used in their own ranges of trucks and buses. In Poland the state-owned Państwowe Zakłady Inżynieryjne produced license-built Saurer engines (powering, among others, the 7TP and 9TP tanks) and coach chassis used in the Zawrat bus. In the United States , the Saurer Motor Truck Company , headed by C.P. Coleman, had

9800-421: Was invented. The (bobbin) shuttle, or schiffli machine adapted the lock stitch from the sewing machine. A German company added a Jacquard punch card reader , and thus fully automated the process. Competition motivated engineers at Saurer to develop their own Jacquard card reader, improve the stitch rate, and increase the machine's width, i.e. total number of needles and throughput. In 1905 Saurer matched

9900-401: Was the leader among the Swiss competitors in terms of sales and total machines built. By 1883 Saurer's production peaked at 796 machines per year. They had produced a total of 5,530 machines to date. Saxony Germany was also a centre for embroidery and machine development. By the 1890s, German companies were Saurer's strongest competition. By the late 1870s a new, faster type of machine

10000-424: Was the main test of Diesel's engine. The engine was rated 13.1 kW with a specific fuel consumption of 324 g·kW ·h , resulting in an effective efficiency of 26.2%. By 1898, Diesel had become a millionaire. The characteristics of a diesel engine are The diesel internal combustion engine differs from the gasoline powered Otto cycle by using highly compressed hot air to ignite the fuel rather than using

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