Marine Engineer . be effected. The theoreticalefficiency of the cycle on which the Dieselengine works is given by the expression— y(Oa - 02)where the temperatures 0 have theirres])eetive values at the ]X)ints shown inthe attached sketch. In the ])racticalengine the of the energy of theex])losion into work on the piston is [Mr-formed with a very high degree ofefficiency indeed ; so high, in fact, thatthere is little prospect of improvementhere. We are. therefore, largely left withthe ))robli m of attaining the desired tem-peratures with the miiiiniuiir amount ofmechanical effort and
Marine Engineer . be effected. The theoreticalefficiency of the cycle on which the Dieselengine works is given by the expression— y(Oa - 02)where the temperatures 0 have theirres])eetive values at the ]X)ints shown inthe attached sketch. In the ])racticalengine the of the energy of theex])losion into work on the piston is [Mr-formed with a very high degree ofefficiency indeed ; so high, in fact, thatthere is little prospect of improvementhere. We are. therefore, largely left withthe ))robli m of attaining the desired tem-peratures with the miiiiniuiir amount ofmechanical effort and thermal loss, and inthe .search for these, the nature of thecycle and the system of injection will bestrenuously investigated for a long time is precisely this fundamental reason of ilie high efficiencyof the conversion of the energy in the which renders theprobability of com])etition arising from anv development ofthe internal-combustion turbine so verv doubtful for many r COMPfkRisort Fig. 4.—Sketch showing Temperatures mentioned inEfBciency Expression above. years to come, even if the temperature ditliculties can benegotiated. It is not possibh in the gas turbine to work withthe vastly increased range of ex])ansion which is jwssible withsteam, owing to the change of state which the latter undergoes,and ;|uently the gas turbine cannot, as does the steamturbine, make uj) for its lower efficiency of cnergv conversion{Continued on page 227.) June, 1923. THE MARINE ENGINEER AND NAVAL ARCHITECT. 225 THE BRITISH KROMHOUT MARINE OIL ENGINE. 180/200 Unit, manufactured at Southampton. We illustrate below a Britisli Kromhout marine oilengine of 1802C0 This internal-combustion heavyoiT engine, which has been manufactured in England forthe last 20 years, under a licence held from the patentees, byPerman & Co. Limited, 82/83, Fenchurch Street, London, 3, is now being manufactured by Day, Summers& Co. Limited, of Northam Iron Works,
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Keywords: ., bookcentury1900, bookdecade1900, bookpublisherlondon, bookyear190
