Neukundenbonus otto

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The French judges at first ignored the engine in favor of more familiar styles. An old school friend of Langen sat on the board of judges, and he convinced the others that efficiency should be part of the decision.

When tests showed that the Otto-Langen engine was using less than half the energy that the other engines were using, the machine was awarded the gold medal.

The resulting publicity created a demand for their engine that the partners could not meet. Seeking capital, they entered into a partnership with Ludwig August Roosen-Runge, a businessman from Hamburg.

Roosen-Runge's money helped, but demand still outstripped supply. Langen convinced his brothers and their partners in the sugar business to invest.

Their combined investment was more than 13 times what Roosen-Runge had invested, and it enabled a new company, Gasmotoren-Frabrik Deutz AG, to be incorporated in January Otto, who had never invested money in the business, received no stock in the new company and accepted a long-term employment contract instead.

Langen made one very important hiring decision at Deutz. Gottleib Daimler had trained as a gunsmith before he became an engineer.

He had years of experience in factories across Europe, and Langen saw him as the man who could run the new, larger factory. Daimler was appointed technical director to the Deutz works.

Daimler brought with him his protege, a young engineer named Wilhelm Maybach. Over the next ten years, Maybach, who would become one of the great engine designers, would work closely with Otto on many projects, including developing the internal combustion engine for use in road vehicles.

Deutz became the premiere engine manufacturer in the world and was soon licensing its design around Europe.

In , Otto's newest invention was built, and the internal combustion engine was never the same. Otto knew that the engines based on Lenoir's basic design had reached their limitations.

They were noisy, vibrated a lot, and were limited in the amount of power they could produce. He knew that more power and efficiency could be reached if the fuel mixture could be better controlled and compressed.

He saw that the way to do this was to use only one piston per chamber and spread the cycle of combustion over four strokes. In the four strokes of the Otto cycle, the first outward stroke of the piston draws a mixture of air and fuel into the piston through a valve into the cylinder.

The second stroke compresses the mixture, preparing it to be ignited. Ignition of the fuel-air mixture causes an explosion, and the rapid expansion of the resulting gases provides the power for the third stroke.

On the fourth, inward stroke, the piston forces the exhaust gases out of the cylinder through another valve. This design went against what was considered prudent at the time.

Most engineers believed that every stroke had to provide power, as in the steam engine. They thought Otto's design would be inefficient if only one stroke out of four provided power.

But of greater importance to Otto was the concept of the stratified charge. While watching how smoke left a chimney densely, then spread out into the air, he realized that he could use the same principle within a cylinder to make an engine run cleaner and smoother.

Although the four-stroke engine was an immediate success, the stratified-charge theory was disputed and discredited. In this, Otto was a century ahead of his time, for the Honda Motor Company of Japan would find great success with a stratified-charge engine in its automobiles beginning in the s.

The four-stroke engine became known as the Otto engine, and the concept was called the Otto cycle. It was another big success for the Deutz works, and once again the factory fell short of the capacity needed to meet demand.

It was the peak of the worldwide Industrial Revolution, and Deutz was able to sell 8, Otto engines between and , more than eleven a week on average.

The concept of the Otto engine was so advanced that there was little that competing manufacturers could do. Deutz protected its position as the world's sole supplier and licenser of Otto engines, taking any infringement of Otto's patent to court and protecting the patent against spurious claims.

In , Deutz's competitors got a lucky break. This was the first commercially successful engine to use in-cylinder compression.

The Rings-Schumm engine appeared in autumn and was immediately successful. Otto married Anna Gossi and the couple had seven recorded children.

His son Gustav Otto grew up to become an aircraft builder. The Otto engine was designed as a stationary engine and in the action of the engine, the stroke is an upward or downward movement of a piston in a cylinder.

Used later in an adapted form as an automobile engine , four strokes are involved:. Otto had obtained many patents from several different nations and for several different features.

When his former manager Gottlieb Daimler wanted to build small engines for transportation Otto showed no interest. Daimler left and took Maybach with him.

Daimler had no desire to pay royalties to Otto Deutz AG and so hired a lawyer to find a solution. What the lawyer found was a patent for the concept of a four cycle engine that had been issued to Beau De Rochas , a French engineer, in This resulted in Otto losing one of his patents and allowed Daimler to sell his engines in Germany without paying royalties.

Neither Otto nor Daimler were aware of the Rochas patent. Rochas never built an engine. It is likely he could not have done so. Several of the inventions that are sometimes mentioned as having preceded the Otto engine, such as Marcus, Barsanti, etc.

Otto's atmospheric engine is not the VDI and other associations Otto engine type. The only significant engines were those from Lenoir.

His engines were the first to go into serial production. Lenoir eventually sold approximately engines. Over 50, engines were produced in the 17 years following introduction.

Otto, with whom he collaborated for the rest of his life. In they designed their first internal-combustion engine. Internal-combustion engines In history of technology: Internal-combustion engine In automobile: Development of the gasoline car partnership with Langen In Eugen Langen.

Help us improve this article! Contact our editors with your feedback. You may find it helpful to search within the site to see how similar or related subjects are covered.

Any text you add should be original, not copied from other sources. At the bottom of the article, feel free to list any sources that support your changes, so that we can fully understand their context.

Internet URLs are the best. Thank You for Your Contribution! There was a problem with your submission.

Please try again later.

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Learn More in these related Britannica articles: Otto adopted the four-stroke cycle of induction-compression-firing-exhaust that has been known by his name ever since.

Gas engines became extensively used for small industrial establishments, which could thus dispense with the upkeep of….

De Rochas held prior patents, however, and litigation in the French courts upheld him. The German engineer Nikolaus August Otto is generally credited with having built the first practical internal-combustion engine , though several rudimentary devices had appeared earlier in the century.

In Gottlieb Daimler, another German engineer, modified the four-cycle Otto engine so that it burned gasoline instead of coal….

Otto, the man who had invented the four-stroke internal-combustion engine. They patented one of the first successful high-speed internal-combustion engines and developed a carburetor that….

Otto, with whom he collaborated for the rest of his life. In they designed their first internal-combustion engine.

Internal-combustion engines In history of technology: Internal-combustion engine In automobile: Development of the gasoline car partnership with Langen In Eugen Langen.

Help us improve this article! Contact our editors with your feedback. You may find it helpful to search within the site to see how similar or related subjects are covered.

Any text you add should be original, not copied from other sources. At the bottom of the article, feel free to list any sources that support your changes, so that we can fully understand their context.

Internet URLs are the best. Thank You for Your Contribution! There was a problem with your submission. Together they formed N. Langen brought cash to the relationship, Otto brought his expertise.

The company began work on improving the engine and building a factory for its manufacture. Three years later, they had developed a much-improved engine.

It bore little resemblance to either the Lenoir engine or to Otto's early prototypes. When they decided to exhibit the engine at the Paris Exhibition, it was almost a disaster.

The French judges at first ignored the engine in favor of more familiar styles. An old school friend of Langen sat on the board of judges, and he convinced the others that efficiency should be part of the decision.

When tests showed that the Otto-Langen engine was using less than half the energy that the other engines were using, the machine was awarded the gold medal.

The resulting publicity created a demand for their engine that the partners could not meet. Seeking capital, they entered into a partnership with Ludwig August Roosen-Runge, a businessman from Hamburg.

Roosen-Runge's money helped, but demand still outstripped supply. Langen convinced his brothers and their partners in the sugar business to invest.

Their combined investment was more than 13 times what Roosen-Runge had invested, and it enabled a new company, Gasmotoren-Frabrik Deutz AG, to be incorporated in January Otto, who had never invested money in the business, received no stock in the new company and accepted a long-term employment contract instead.

Langen made one very important hiring decision at Deutz. Gottleib Daimler had trained as a gunsmith before he became an engineer.

He had years of experience in factories across Europe, and Langen saw him as the man who could run the new, larger factory.

Daimler was appointed technical director to the Deutz works. Daimler brought with him his protege, a young engineer named Wilhelm Maybach.

Over the next ten years, Maybach, who would become one of the great engine designers, would work closely with Otto on many projects, including developing the internal combustion engine for use in road vehicles.

Deutz became the premiere engine manufacturer in the world and was soon licensing its design around Europe. In , Otto's newest invention was built, and the internal combustion engine was never the same.

Otto knew that the engines based on Lenoir's basic design had reached their limitations. They were noisy, vibrated a lot, and were limited in the amount of power they could produce.

He knew that more power and efficiency could be reached if the fuel mixture could be better controlled and compressed. He saw that the way to do this was to use only one piston per chamber and spread the cycle of combustion over four strokes.

In the four strokes of the Otto cycle, the first outward stroke of the piston draws a mixture of air and fuel into the piston through a valve into the cylinder.

The second stroke compresses the mixture, preparing it to be ignited. Ignition of the fuel-air mixture causes an explosion, and the rapid expansion of the resulting gases provides the power for the third stroke.

On the fourth, inward stroke, the piston forces the exhaust gases out of the cylinder through another valve. This design went against what was considered prudent at the time.

Most engineers believed that every stroke had to provide power, as in the steam engine. They thought Otto's design would be inefficient if only one stroke out of four provided power.

But of greater importance to Otto was the concept of the stratified charge. While watching how smoke left a chimney densely, then spread out into the air, he realized that he could use the same principle within a cylinder to make an engine run cleaner and smoother.

Although the four-stroke engine was an immediate success, the stratified-charge theory was disputed and discredited. In this, Otto was a century ahead of his time, for the Honda Motor Company of Japan would find great success with a stratified-charge engine in its automobiles beginning in the s.

The four-stroke engine became known as the Otto engine, and the concept was called the Otto cycle. It was another big success for the Deutz works, and once again the factory fell short of the capacity needed to meet demand.

It was the peak of the worldwide Industrial Revolution, and Deutz was able to sell 8, Otto engines between and , more than eleven a week on average.

The concept of the Otto engine was so advanced that there was little that competing manufacturers could do. Deutz protected its position as the world's sole supplier and licenser of Otto engines, taking any infringement of Otto's patent to court and protecting the patent against spurious claims.

In , Deutz's competitors got a lucky break. An old French pamphlet detailing the concept of the Otto cycle but published before Otto had built his engine was discovered by a lawyer, C.

Wigand, a friend of a pair of engine manufacturers from Hannover, Ernst and Berthold Korting. The pamphlet was based on an patent filed by French engineer Alphonse Beau de Rochas.

It did not matter that Beau de Rochas had not built an engine nor that he had let his patent lapse by failing to pay his annual patent tax.

In many countries, an annual fee is required to maintain a patent. And Beau de Rochas had never tried to defend his patent, even though the Otto engine was famous, selling in great numbers, and had won a gold medal at the Paris Exposition.

Even so, with the help of Wigand, the Korting took the case to the courts. Although the case was weak, the atmosphere in Germany was not in Otto's favor.

There was no national patent registry, and patents could be held in any or all provinces. Often, one province would grant a patent while another would deny it.

So Wigand could choose to fight the patent in the most cooperative province. Some historians speculate that the German government did not want to limit who could hold patents because it wanted to decrease monopolies and spread wealth.

Whatever the reason, Otto lost the case.