The War Court and Lap Pillow, Austria's Mandate of Heaven

Chapter 1523 Four-Stroke Diesel Internal Combustion Engine
At this time, there was a very bad trend throughout the Austrian Empire - the strong can cause the bricks to fly.

Franz wanted to improve the internal combustion engine to make it a truly useful technology. The two-stroke engine at that time was too weak to challenge the steam locomotive, let alone compare with the mainstream horse-drawn carriage.

Early diesel locomotives used gas as fuel, and each car needed to carry a bag filled with gas.

Some people think that the combustion chamber is not big enough, so the volume of the combustion chamber was expanded, and this also requires a larger gas bag.

The result was that the power was indeed a little stronger, but the overall volume more than doubled, and due to problems with airtightness, accidents occurred frequently, even costing the lives of several researchers.

Later, this group of people thought of fuel, and they began to purify high-energy coal gas. It is indeed effective, but the price is a bit unattractive.

The biggest problem with gas fuel is that it is too large, very dangerous, and much less stable than liquid and solid fuels.

As for toxicity, that is simply the least noticeable problem.

On the other hand, the technology of steam locomotives was advancing by leaps and bounds. Britain and France were trying to use small steam locomotives, from the initial 13 kilometers to 20 kilometers later. At this time, the civilian team of the Austrian Empire even developed a small steam locomotive with a speed of more than 40 kilometers per hour.

The problems are still the same old ones: it is too big, can't start immediately, needs a long time to warm up, can't turn, can't reverse, can't stop immediately, etc., and relies too much on the rails.

Instead of using this so-called steam locomotive, Franz might as well just build a railway.

In addition, the Austrian Empire's years of research on petroleum allowed them to develop a new way of ignition - compression ignition.

In fact, this is entirely based on the physics of diesel itself, and here is a counterintuitive point of knowledge: diesel has a lower ignition point than gasoline.

Why is diesel not easily ignited by open flames, while gasoline is more flammable and explosive?
In fact, the ignition point and flash point are not the same thing. We usually talk about the flash point, but diesel is less volatile and has a high flash point. Even under normal circumstances, diesel cannot be ignited with a lighter. The opposite is true for gasoline.

The book returns to its true story.

The Austrian Imperial Army took away gasoline for use as weapons, kerosene for lighting, and diesel's biggest use at this time was as a lubricant.

The problem is that there is too much diesel, and there are not enough machines to consume so much diesel.

Many factories in the Austrian Empire even required machines to be lubricated with diesel every day, since diesel was worthless at that time.

In this context, a group of bored scientists came up with the compression ignition method, which was then discovered by Etienne Lenoir. A group of members of the Royal Vienna Academy of Sciences reversed the process and deduced a new internal combustion engine based on it.

Franz was invited to visit this engine, which is still top secret. The room where Franz was located was made of special types of steel bars and concrete, with only one observation hole facing the test bench.

The observation hole is composed of four layers of tempered glass with a total length of 500 mm, covered with a nickel alloy anti-collision mesh.

This extent was not Franz's idea, but a requirement of the Austrian Imperial Government and the Royal Academy of Sciences.

Although death was common in science in that era, Franz was the emperor after all, and no one could take this responsibility.

"Mr. Andreas, is this really necessary?"

Etienne Lenoir whispered. "Mr. Lenoir, I want you to understand that this is Austria, not Belgium."

Johann Andreas Schubert, the greatest engineer in Saxony in the 19th century, made outstanding contributions to railway engineering, mechanical design and structural mechanics.

At this time, as the chief tutor of the Austrian Imperial Engineering Society, he presided over the research on diesel locomotives. Both his dynamic balance algorithm of the compound crank-connecting rod mechanism and the material fatigue life prediction model were widely used in the Austrian Empire.

Although the international community has not yet recognized Johann Andreas Schubert's theory, Franz knows that his theory has a profound impact.

Franz did not pay attention to the whispers of these experts. Although such protection was a bit exaggerated, he also understood that he should not interfere in such matters.

"Your Majesty! Look! This is the revolutionary machine you need! Intake - compression - expansion - exhaust! Its volume is only one thirty-second of a steam engine of the same power.

The most important thing is that it uses a new compression ignition technology, which is much more efficient than a steam engine. The most important thing is that it uses cheap diesel."

Through the observation hole made up of four layers of bulletproof glass, Franz looked at the four-stroke diesel internal combustion engine in front of him, and he really didn't know what to say.

This is skipping the gas internal combustion engine and the compression-free two-stroke engine, and fast-forwarding directly to the four-stroke compression era using diesel.

Well, he doesn’t know what the world will be like in a few decades.

However, the subsequent display went a bit off track. The engineers of the Austrian Empire seemed to have a special liking for locomotives and did not put much effort into miniaturizing vehicles.

With the invention of the internal combustion engine, it was not difficult to manufacture a diesel locomotive. At that time, there was already a prototype in the laboratory of the Royal Academy of Sciences in Vienna.

However, Franz was not interested in this. It was natural to build an internal combustion locomotive based on the internal combustion engine. It would be strange if he could not build it.

At this time, experts and scholars in the Austrian Empire were keen on developing large machinery. This was caused by the general environment, and Franz could not criticize people at that time with a modern perspective.

But Franz was a time traveler after all, and as the emperor and the supreme commander of the Austrian Empire, he could directly give the so-called instructions.

"The empire needs small internal combustion engines. In the future, small internal combustion locomotives will completely replace steam locomotives, and one day they will even replace horse-drawn carriages as people's main means of transportation."

Franz's words were shocking because the Austrian imperial government had previously set a goal of ensuring that every citizen of the empire had a bicycle.

Before this goal was achieved, a new goal had already been proposed.

Reasoning according to previous logic, the new goal this time is most likely to ensure that every family in the empire has a diesel locomotive.

However, in this era when horse-drawn carriages were not popular, the idea of ​​popularizing cars was a fantasy even for these people with rich imagination.

Whether it was a horse-drawn carriage or a steam locomotive, their prices were simply not affordable for ordinary people. At that time, the internal combustion engine was still in the experimental stage. The fuel price might decrease after using diesel, but the manufacturing cost would definitely not be lower than that of a steam locomotive.

Franz doesn't care what these people think. All he has to do is point out a general direction. This is the biggest advantage of a time traveler.