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Railroad story man vs machine4/16/2023 The oil then flowed to the upper part of the piston and down the center of the piston rod. The oil flowed up through passageways in the piston rod and into the lower part of the piston. Oil was circulated through the piston to cool it. The cross head slid in vertical channels on both sides of the inner crankcase. The piston rod was connected to the connecting rod via a cross head. The lower part was connected to a non-articulating piston rod, and the upper part of the piston was bolted to the lower part. The double-headed piston was constructed of two parts. Note how the two piston halves are bolted together. The exhaust manifold is positioned at the center of the cylinder. Fuel valves are on the left of the drawing, and intake valves are on the right. Exhaust ports were located in the middle of the cylinder and were covered and uncovered by the piston.Ī drawing of the final cylinder design of the World War I engine. The changes lowered the number of valves per cylinder to 15. The final (seventh) combustion chamber design retained the four intake valves but had only two fuel valves and one safety valve (located in the upper combustion chamber). This configuration had a total of 20 valves for each cylinder and four camshafts for the engine. With the exception of the safety valves, the valves for each side of each combustion chamber were actuated by a single underhead camshaft. The locations of the remaining valves were split between passageways that branched off from either side of the upper combustion chamber. The safety valves were located at the center of the combustion chamber. Originally, each combustion chamber had four intake valves, four fuel valves, and two safety valves that were also used for air-starting the engine. Each of the closed cylinders had a combustion chamber at its top and bottom. MAN’s design was an inline, two-stroke engine that used double-acting cylinders. Other companies were also contracted to build competing engines. Given the uncharted territory MAN was traversing, a three-cylinder engine would be built first to prove that a six-cylinder engine could meet the desired specifications. Six of the engines would be needed to produce the 70,000 hp (52,199 kW) required for the latest German battleships. By late 1909, a development contract was issued to MAN for the construction of a 12,000 hp (8,948 kW), six-cylinder diesel engine. In August 1909, Rieppel proposed a new engine to the Reichsmarine (Germany Navy). Anton von Rieppel, general manager of MAN at Nürnberg (Nuremberg), felt that diesels had matured enough to power the latest battleships. The remarkable rise of diesel power caught the eye of many militaries. The three workers provide a good reference as to the engine’s size. The MAN six-cylinder, double-acting, two-stroke, 12,000 hp, diesel marine engine under construction.
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