About gasoline engine

It is an internal-combustion engine that burns gasoline most automobiles. in theory diesel engine and gasoline engines are quite similar. They are both internal combustion engines designed to convert the chemical energy available in a fuel into mechanical energy. This mechanical energy moves the pistons up and down in the cylinders. The pistons are connected to crank shaft and the up and down motion of the pistons, known as linear motion, creates the rotary motion to turn the wheels of the car forward. 

Both the diesel engine and gasoline engines covert the fuel into energy through a series of small explosions or combustions. The major difference in diesel engine and gasoline engine is the way in which these explosions are happen. In a gasoline engine, fuel is mixed with air, compressed by pistons and ignited by sparks from spark plugs. In a diesel engine, however, the air is compressed first, and then the fuel is injected. Because the     air is heated up and it is compressed and ignited.

The diesel engine uses four stroke combustion cycle just like a gasoline engine. The four strokes are:

• Intake stroke -- The intake valve opens up, letting in air and moving the piston down. ­
• Compression stroke -- The piston moves back up and compresses the air.
• Combustion stroke -- As the piston reaches the top, fuel is injected at just the right moment and ignited, forcing the piston back down.
• Exhaust stroke -- The piston moves back to the top, pushing out the exhaust created from the combustion out of the exhaust valve.

Remember that the diesel engine has no spark plug, that it intakes air and compresses it, and that it then injects the fuel directly into the combustion chamber (direct injection). It is the heat of the compressed air that lights the fuel in a diesel engine. In the next section, we'll examine the diesel injection process.

Ford Model T

The Ford Model T car was designed by Childe Harold Wills and two Hungarian immigrants, Joseph A. Galamb[10] and Eugene Farkas.[11] Henry Love, C. J. Smith, Gus Degner and Peter E. Martin were also part of the team.[12] While production of the Model T began in the autumn of 1908,[13] model years range from 1909 to 1927.

1908_Ford_Model_T

The Model T had a 177-cubic-inch (2.9 L) front mounted inline four-cylinder one block engine  producing 20 hp (15 kW) for a top speed of 40–45 mph (64–72 km/h). The Model T four-cylinder sidevalve engine was first in the world with a detachable head, making service like valve jobs easier. According to Ford Motor Company, the Model T had fuel economy on the order of 13–21 mpg-US (16–25 mpg-imp; 18–11 L/100 km).[14] The engine was capable of running on petrol, kerosene, or ethanol,[15][16] although the decreasing cost of petrol and the later introduction of Prohibition made ethanol an impractical fuel.

1910Ford-T

1925 Model ford T

"First Marcus car" runs on gasoline 1879

  Siegfried Samuel Marcus (Malchin, Mecklenburg, Germany September 18, 1831 – July 1, 1898 in Vienna) was a German (but most of his time living in Austria) inventor and automobile pioneer.

  About 1870 he put an internal combustion engine on a simple handcart. This appliance was designed for liquid combustibles and made him the first man propelling a vehicle by means of gasoline. Today, this car is well known as “The first Marcus Car”.

  In 1883 a patent for a low voltage ignition of the magneto type was given to Marcus in Germany. This design was used for all further engines and, of course, the famous “Second Marcus Car” of 1888/89. It was this ignition in conjunction with the “rotating brush carburettor” that made the “Second Car”'s design very innovative.

  In 1887, Marcus started a co-operation with the Moravian (eastern half of today's Czech Republic) Company Märky, Bromovsky & Schulz. They offered two stroke and – after the fall of the Otto-Patent in 1886 – four stroke engines of the Marcus type.

In 1888/89 Märky, Bromovsky & Schulz built the “Second Marcus Car” which can still be admired in Vienna's Technical Museum. This car made Marcus well known all over the world.

  Marcus was the holder of 131 patents in 16 countries. He never applied for a patent for the motorcar and, of course, he never held one. In addition, he never claimed having invented the motorcar. Nevertheless, he was the first man who used gasoline for propelling a vehicle in the simple handcart of 1870 (First Marcus Car). But it is not sure if the famous Second Marcus Car ever ran before 1890.



 About gasoline engine
  A petrol engine (known as a gasoline engine in North America) is an internal combustion engine with spark-ignition, designed to run on petrol (gasoline) and similar volatile fuels.

  It differs from a diesel engine in the method of mixing the fuel and air, and in using spark plugs to initiate the combustion process. In a diesel engine, only air is compressed (and therefore heated), and the fuel is injected into the then very hot air at the end of the compression stroke, and self-ignites. In a petrol engine, the fuel and air are usually pre-mixed before compression (although some modern petrol engines now use cylinder-direct petrol injection).

  The pre-mixing was formerly done in a carburetor, but now (except in the smallest engines) it is done by electronically controlled fuel injection. Petrol engines run at higher speeds than diesels, partially due to their lighter pistons, con rods and crankshaft (as a result of lower compression ratios) and due to petrol burning faster than diesel. However the lower compression ratios of a petrol engine give a lower efficiency than a diesel engine

Benz Patent-Motorwagen

Karl Benz invented Benz motorwagon in 1886. It is a vehicle designed to be propelled by a motor. He developed

a successful gasoline powered two stroke piston engine in 1873. After this he started developing a motorized vehicle.

  The Benz motorwagon was three wheeled automobile with a rear mounted engine. It was constructed of steel tubing with wood work panels, the steel spoked wheels and solid rubber tires. Steering was by way of toothed rack that pivoted the unsprung front wheel. Full;;y elliptic springs were used at the back along with a live axle and chine drive on both sides. A simple belt system used as a single speed transmission, varying torque between an open disc and drive disc.

  It is 954cc single cylinder four stroke engine, 2/3 hp(0.5KW), 250rpm. It weighs 100kg. Although its open crankcase and drip oiling system would be alien to a modern mechanic, its use of a pushrod-operated poppet valve for exhaust would be quite familiar. A large horizontal flywheel stabilized the single-cylinder engine's power output. An evaporative carburettor was controlled by a sleeve valve to regulate power and engine speed. The first model of the Motorwagen had not been built with a carburetor, rather a basin of fuel soaked fibers that supplied fuel to the cylinder by evaporation.

Robert Anderson first electric vehicle

The idea of making a carriage that was driven by electricity originated with a Scottish inventor named Robert Anderson, who built a crude battery-propelled carriage sometime between 1832 and 1839. The batteries weren't rechargeable -- in fact, the lead-acid rechargeable battery that's used in most cars today hadn't even been invented yet -- so Anderson's electric vehicle didn't have much impact on the history of automobiles. But despite being something of a footnote in automotive history books, Anderson was the inventor of the electric car.

An electric car is powered by an electric motor rather than a gasoine engine. It consists of electric motor. This motor gets power from a controller. The controller gets its power form the array of rechargeable batteries.
The controller takes power from the batteries and delivers it to the motor. The accelerator pedal hooks to a pair of potentiometers i.e., variable resistors, and these potentiometers provide the signal that tells the controller how much power it is supposed to deliver. The controller can deliver zero power, full power when the driver floors the accelerator pedal, or any power level in between.

Oliver Evans - Steam carriage

Oliver Evans (13 September 1755 – 15 April 1819) was an American inventor. Evans was born in Newport, Delaware to a family of Welsh settlers.

The Oruktor Amphibolos

The device for which Oliver Evans is best-known today is his Oruktor Amphibolos, or "Amphibious Digger", built on commission from the Philadelphia Board of Health. The Board was concerned with the problem of dredging and cleaning the city's dockyards, and in 1805 Evans convinced them to contract with him for a steam-powered dredge.

 The Oruktor Amphibolos, as illustrated in "The Boston mechanic and journal of the useful arts and sciences" (July, 1834)

No technical drawings of the device survive, and the only evidence for its design come from Oliver Evans' own descriptions, which are contradictory, and most likely exaggerated. He describes the vehicle as a 30-foot (9.1 m) long 15 ton scow, powered by a 5 horse-power steam engine. Evans mounted the hull on 4 wheels and may have connected the engine to them, to drive it.Evans claimed that his dredge was the first self-powered amphibious vehicle, as well as the first self-powered land vehicle in the United States. The Oruktor Amphibolos was never a success as a dredge, and after a few years of sitting at the dock was sold for parts.

Trevithick's London Steam Carriage 1803

Richard Trevithick constructed an experimental steam-driven vehicle (Puffing Devil) at Camborne, Cornwall. It was equipped with a firebox enclosed within the boiler, with one vertical cylinder, the motion of the single piston being transmitted directly to the driving wheels by means of connecting rods. It was reported as weighing 1520 kg fully loaded, with a speed of 14.5 km/h (9 mph) on the flat. Trevithick ran this for several hundred yards up a hill with several people hanging on to it. Unfortunately, while the driver and passengers were in a pub celebrating the event, it set fire to a shed in which it had been left unattended, and was destroyed.

Description

    Not all the details of the carriage are known but the drawings which accompanied the original patent have survived, as have contemporary drawings made by a naval engineer who was sent to examine it. Further information has also been obtained from eyewitness accounts. The carriage had 8-ft-diameter driving wheels which were intended to smooth out the road surfaces of the time, to help the fire from being extinguished by shaking. A forked piston rod reduced the distance between the single cylinder and the crankshaft and was considered a singular innovation at the time. Spring-operated valve gear was used to minimise the weight of the flywheel, overcoming one of the drawbacks of industrial steam engines. The engine had a single horizontal cylinder which, along with the boiler and firebox, was placed behind the rear axle. The motion of the piston was transmitted to a separate crankshaft via the forked piston rod. The crankshaft drove the axle of the driving wheel (which was fitted with a flywheel) via a spur gear. The steam cocks (used to blow out water condensate from the steam chest), the force pump and the firebox bellows were also driven by the crankshaft.

The patent shows two features which may have been incorporated by Trevithick to discourage unlicensed copies: if the engine had been assembled as per the patent drawings it would have been able to run only backwards; and if the water pump had been arranged to be driven by the valve spring as shown, it would have run unevenly if at all.