Rudolf Diesel was the inventor of the diesel engine, and his name Diesel became the source of the word diesel, which in turn became known as the Diesel Engine.

However, unlike his compatriots such as Bentz, Daim, and Maybach, who successfully created a great career, Diesel's life can be described as a year of ups and downs, ups and downs, and a lot of fate. In fact, it can be said that the conditions for his research are far better than those of Benz, who was sad at this time. Unlike Benz, who opened the company and faced bankruptcy, Diesel, who worked as a heat engine engineer at Linde Refrigeration in Paris, France, had a fairly good financial foundation. In 1885 he resigned from his well-paid job as an engineer and established his own engine chamber in Paris.

When Nicholas Otto invented the ignition four-stroke internal combustion engine, petroleum products were not widely available, and the fuel used in Otto's engine was gas, which was inconvenient to store and carry, and its efficiency was also affected. So Diesel decided to choose vegetable oil to solve the fuel problem of the machine. However, the ignition performance of vegetable oil is not good, and the structure of Otto's internal combustion engine cannot be applied. Unlike Benz and Daimler, who were committed to rebuilding Otto's engines, Diesel was more advanced in his thinking, and he decided to start anew, completely discarding the ignition system in the engine, increasing the compression ratio of the internal combustion engine, and using the high temperature and high pressure generated by compression to ignite the fuel material, which was completely different from the way of inhaling the gas mixture to ignite the work. Later, this compression-ignition engine cycle became known as the Diesel cycle. Of course, such an idea was not groundless, because distributors and high-voltage ignition coils were not invented at that time, and the ignition device was very rudimentary and unstable, so it was natural for Diesel to want to jump over this technical obstacle.

However, it has been proved that vegetable oil burns unsteadily and is too costly to take on the heavy responsibility. With the gradual popularization of petroleum products, the cheaper fuel, diesel fuel, which was originally used for heating, was chosen by Diesel Diere. However, when compression-ignition engines compress and ignite air, the pressure can reach 40-50 atmospheres and the temperature reaches 500-700 degrees Celsius, which makes the structural strength of the cylinder a problem. In one test, the pressure reached 80 atmospheres, the highest ever recorded by a human at the time, but there was an explosion immediately. The parts on the cylinders scattered like fragments of artillery shells, almost causing casualties. After failing to start a business and strapped for funds, he had to return to the refrigerator factory to make a living. But he didn't give up and continued to use his spare time to perfect his designs.

In 1892, after years of painstaking research, Diesel proposed the theory of compression-ignition diesel engine and applied for a patent. In order to realize his idea, he approached the Augsburg machine manufacturing plant as a partner. With the support of the Maschinenfabrik Augsburg, Diesel built the first test prototype in 1893. Diesel continued to improve the machine and continued experimentation in 1894. The test, which ran for one minute, proved that this prime mover has a strong potential for development. In 1896, the diesel engine was successfully tested. In 1897 Diesel perfected his invention. And Diesel's annual salary at that time was 30,000 marks. Therefore, the conditions for the study of Diesel's life are quite superior.

However, the inventor who only knew technology and did not know how to operate made a fatal mistake, he couldn't wait to put his design into commercial production, because his competitors had installed gasoline engines on vehicles as early as 1886, and as a result, the diesel engine technology he was eager to bring to the market was not up to par, and they were returned, and although the diesel engine has more torque and higher fuel utilization rate than the same level of gasoline engine, the working principle of compression ignition makes the cylinder block thicker and heavier, and the overall is much heavier than the gasoline engine, which is why so, on the vehicle of the ordinary car class, the competition of diesel engines was defeated. This placed a huge financial burden on him, and in the years that followed, almost no one wanted to use a diesel engine. With no source of funds and a lot of debt, Diesel fell into extreme poverty in his later years. On October 29, 1913, at the age of 55, Diesel was alone on the deck of a ship crossing the English Channel when he was swept into the sea by a huge wave (most historians believe that Diesel committed suicide by jumping into the sea).

Compared with Bentz's bitterness, Diesel can be regarded as a failure. And at this time, although the situation of Diesel was better than Bentz, it was not much better, and he had returned to work in Linde Refrigeration Company after failing to start his first business, and his own research and development seemed relatively slow. So Johenton Guò Diesel contacted him at his uncle in Augsburg and offered to fund his research. In Berlin Jochen, he met Diesel who had arrived from Paris. After a little exchange, Diesel found that the German emperor in front of him did not want to invest in his invention on a whim, and obviously had a considerable understanding of the principle of compression ignition. Jochen said frankly that as the grandson of the emperor, he could not have enough time and energy to conduct technical research, and he was optimistic about the prospects of compression-ignition engines, so he found him. Jochen then also proposed the parallel of multiple cylinders, the water-cooled cycle, and the design of the fuel injection pump, which is extremely important for the diesel engine, to be tested by Diesel Engine. Moreover, the future development prospects of diesel engines are analyzed. Diesel engines have no competitive advantage in small tonnage vehicles such as cars, and heavy trucks, tanks, submarines, and early diesel engines that are not perfect in the future are also completely unreliable, so in the future, the field that can be entered immediately after the birth of diesel engines is agricultural machinery - tractors, and for tractors that need strong traction, high-torque diesel engines are the most suitable power. And Jochen said that once the diesel engine has commercial production value, it can match Diesel to find a suitable factory for the production of tractors

The choice of tractors is also targeted, and the centralization, scale, and industrialization of agricultural production proposed by Jochen's agricultural Junkers naturally requires a large number of suitable industrial production machinery. In fact, machinery for agricultural production was produced as early as the thirties of the 19th century, when some people began to study the use of steam vehicles to pull agricultural machinery for field operations. But the steam engine that could be built at that time was like a small locomotive, huge and cumbersome. Even if it does not sink into the field, it will press the soil so hard that it will not be able to cultivate at all. In 1851, Faras and Smith in England used the steam engine for the first time to achieve mechanical farming of fields. Some saw this as the beginning of agricultural mechanization, but at the time they did so by placing a steam engine in the field and pulling the ploughshares that were ploughing in the fields far away with wire ropes. Later, with the advancement of steam engine manufacturing technology, a miniaturized steam engine appeared, which was installed on the chassis of the vehicle to drive the wheels to drive, so that it could drive from the field into the field to directly pull agricultural machinery, which gave birth to the tractor. The tractors of the time were similar to the earlier steam engine cars, but with more horsepower and slower travel speeds.

However, the inherent defects of the steam engine have not been improved, it is inefficient, the structure is bulky, and it is expensive, and it is very inconvenient to use, often requiring several people to operate, so it can only be used for farming on extremely large land, and the average individual farmer simply cannot afford to use it. It was not until 1889 that the Chaddar Engine Company of Chicago, USA, built the world's first agricultural tractor using a gasoline internal combustion engine, the Baga tractor. Because the internal combustion engine is relatively lightweight, easy to operate, and has high work efficiency, its emergence has laid the foundation for the popularization and application of tractors. But obviously, as the power of the tractor, the diesel engine is obviously better than the gasoline engine, so Jochen is ready to use the guò agricultural production equipment to open the road to diesel engine sales, and with the increasing maturity of the diesel engine, the horsepower gradually increases, and the trucks, tanks, and submarines naturally have a suitable source of power.

However, unlike the gods who are tinkering with the gasoline engine, the diesel engine at this time is still only a concept, even if Jochen helps here, Diesel wants to complete the first practical diesel engine It is estimated that it will not be able to catch up with the Paris World Expo. But it doesn't matter, it won't be in time for 1889, and the 1893 Chicago World's Fair will be fine. It will take a while for the emergence of the Bayan to the widespread use of internal combustion engine tractors, as long as Diesel does not grind and let the gasoline engine tractor occupy the market, then it is inevitable that the diesel engine tractor can quickly seize the market in the future. At that time, there is no need to launch a separate diesel engine, and it should be better to launch a complete diesel tractor. Even the tractor production Jochen has already been calculated. When the time comes, we will continue to look for the historical partner of Diesel, the Augsburg Maschinenbaure. Many people may not have heard of this name, but the abbreviation of the company that merged with Maschinenfabrik Nuremberg in 1898 and changed its name to Augsburg-Nuremberg Maschinenbauk AG in 1908 must be known to many people, MAN Company, one of the famous manufacturers of the Panther medium tank in World War II, and after the war became one of the best heavy-duty truck manufacturers in the world. How good is it to let MAN start from the production of tractors, don't you see that it shouldn't be common sense for tractor factories to produce tanks (this is the common sense of Lao Maozi, right)?

Since Diesel only has one partner, Jochen, who also gave an investment of 500,000 marks, naturally accounts for the majority, and 51% of the profits generated by the diesel engine in the future will be owned by Jochen. Diesel also agreed, after all, without this funding, his own research may not continue, and the design ideas proposed by His Royal Highness the Imperial Sun are also very inspiring to himself, and the future production and sales of diesel engines do not have to worry about themselves, and more importantly, they have established a cooperative relationship with the German royal family, so it is not necessarily a loss to give up the big head.

Seeing that the road ahead is bright, Diesel is also full of confidence, and decided to move his real room in Paris back to Germany, and build a new real room in Jochen, which will be built in Diesel's hometown, so that it is convenient to cooperate with the Augsburg Maschinenbau Factory in the future.

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