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pour commencer en s'amusant !

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N'hésitez pas à vous promener sur le site et à cliquer sur les animations !

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La révolution française, lors des pires heures de la Terreur, a envoyé de nombreux innocents à la mort. En guillotinant Lavoisier, scientifique et citoyen visionnaire, elle a privé la société d'un homme d'exception.

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Lavoisier, le parcours d'un scientifique révolutionnaire

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La révolution française, lors des pires heures de la Terreur, a envoyé de nombreux innocents à la mort. En guillotinant Lavoisier, scientifique et citoyen visionnaire, elle a privé la société d'un homme d'exception.

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Regardez-là tranquillement pendant les vacances

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Le fabuleux destin des inventions 122014

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(4) Le Fabuleux Destin des Inventions - Alfred Nobel et la Dynamite

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(en Anglais)

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Nitroglycerine Detonation Filmed in Slo-Mo - Explosions: How We Shook the World, Preview - BBC Four

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(en Anglais toujours)

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Free Range Chemistry  37 - Nitroglycerin Bang

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Site de la gendarmerie...

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Qu'est ce qu'une explosion ?

Une explosion est une réaction chimique ou physique s'accompagnant d'un important dégagement d'énergie en un temps très court.

Elle se caractérise le plus souvent par les effets suivants :

- une onde de pression statique appelée " onde de choc "

- une onde de pression dynamique appelée " vent " ou " souffle "

- un dégagement de chaleur ou " Flux thermique ".

Qu'est ce qu'un explosif ?

Les explosifs sont des corps ou mélanges de corps susceptibles, sous l'effet d'une excitation appropriée, de se décomposer en donnant naissance, en un temps très court, à un grand volume de gaz à température et pression très élevées.

Quels sont leurs modes de décomposition ?

Les différents modes de décomposition des explosifs sont dus à leur vitesse de transformation. On distingue :

La combustion

Les substances explosives, enflammées à l'air libre ne font que brûler sans produire d'effets mécaniques. La vitesse de transformation est très faible: moins d'un mètre par minute.

La déflagration

La déflagration est une combustion rapide de la substance explosive, qui se traduit par une onde de choc dans l'atmosphère. On dit que l'explosif déflagre. La vitesse de transformation est supérieure à 340 mètres par seconde dans l'air.

La détonation

La détonation est une réaction de décomposition extrêmement rapide qui engendre une onde de choc dans la substance elle-même. La vitesse de transformation est généralement comprise entre 2 000 et 9 000 mètres par seconde dans l'air.

Quels sont les différents types d'explosifs ?

Deux types d'explosifs sont à différencier.

Les primaires

- Ils prennent facilement le régime de la détonation sous l'effet d'une faible action (Choc, fils rougis, étincelle...) ;

- Leur vitesse de détonation est de l'ordre de 5000 m/s ;

- Ils constituent l'élément essentiel des amorces, des détonateurs ;

- Leur rôle est de provoquer la détonation des explosifs secondaires ;

- Les principaux explosifs primaires sont :

- le fulminate de mercure,

- l'azoture de plomb,

- le styphnate de plomb,

- le tétrazène.

Les secondaires

- Ils sont disposés, dans toute chaîne explosive, à la suite d'un explosif primaire ;

- Leur vitesse de détonation varie entre 2000 et 9000 m/s ;

- Ils prennent le régime de la détonation sous l'action initiale de cet explosif primaire ;

- Les principaux explosifs secondaires sont:

- la pentrite (Pain de plastic),

- la tolite,

- l'hexogène ...

- les dynamites,

- les Gel-Bouillie ...

Quelle est la classification des explosifs ?

Les explosifs sont également classés en trois catégories : les explosifs industriels, militaires et ceux de fabrication artisanale.

A titre de comparaison, pour obtenir un même effet, il faut :

Les explosifs industriels

Les explosifs industriels sont des produits définis pour leur sécurité de fabrication et d'utilisation. Les quantités produites sont importantes et de l'ordre de 50 000 tonnes par an. Ils ont des durées de vie limitées, de l'ordre d'une année.

Ces explosifs représentent une part importante du marché des explosifs. Ils sont utilisés pour extraire des minéraux, percer des roches, la destruction d'ouvrage ou déclencher des avalanches. Les plus connus sont les dynamites (dynamites gomme, dynamites plastiques, dynamites pulvérulentes) qui sont commercialisées sous la forme de cartouches cylindriques soit en papier soit en film plastique. Toutefois, à l'heure actuelle les explosifs de type Gel-Bouillie-Emulsion (mélange à base de nitrate d'ammonium) sont les plus utilisés. Ceux-ci sont également commercialisés sous la forme de cartouches cylindriques mais peuvent être livrés en vrac par camion citerne directement sur les chantiers. Les emballages portent des inscriptions permettant d'identifier l'origine et la date de fabrication, le numéro d'agrément et le numéro de lot. Il existe aussi les explosifs nitrates-fiouls ou ANFO.

ANFO

Dynamite Gomme

Dynamite

Emulsion

Les explosifs militaires

Les explosifs militaires sont des produits d'autant plus sophistiqués qu'ils sont employés dans des systèmes d'armes coûteux. Ils ont une durée de vie importante. Il existe une gamme très variée de produits (produits purs ou mélanges explosifs) destinés à répondre à des besoins militaires précis.

Les principaux explosifs qui forment les constituants de base de ces mélanges sont : le trinitrotoluène (TNT), l'hexogène (RDX), la pentrite (PETN), l'octogène (HMX) et le tinitrophénylméthylnitramine (Tétryl).

Ces explosifs peuvent être employés sous forme de pain de plastic (pentrite additionné d'un plastifiant) ou de pain de tolite. Ils sont également utilisés pour le chargement de nombreuses munitions : grenades, obus, roquettes, mines ... .

Ces explosifs purs peuvent être mélangés :

- soit entre eux pour obtenir des produits plus performants (exemple de la pentolite qui est un mélange de tolite et pentrite),

- soit avec des corps inertes (lubrifiants, plastifiants, ...) qui permettent de pouvoir être malaxés (pain de plastic, octocire, ...),

- soit avec des minéraux comme l'aluminium pour accroître l'effet de souffle (hexal).

PEP 500

TNT

Pentrite

Les explosifs artisanaux

Les explosifs artisanaux sont des explosifs " fait maison " à partir de produits précurseurs (produits disponibles dans le commerce pouvant être utilisés d'une manière détournée pour la fabrication illicite d'explosifs).

Ces substances explosives de fabrication artisanale peuvent prendre toutes les formes et leur qualité est fonction des personnes qui les fabriquent. Ce sont des produits dangereux du fait que presque aucun contrôle de faisabilité/fiabilité n'est effectué sur des " recettes " qui sont diffusées notamment par le biais d'internet.

Ces explosifs peuvent faire long feu ou s'auto-amorcer de manière non contrôlée. Certaines " recettes " sur internet sont fausses et uniquement destinées à faire exploser l'engin artisanal dans les mains de la personne qui tente de confectionner un tel explosif.

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L’utilisation des explosifs à des fins criminelles est relativement récente. Leur essor soudain a eu lieu à l’occasion de la 3ème révolution industrielle : celle des nouvelles technologies de l’information et de la communication.

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Comment fonctionne un moteur à explosion ?

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Comment fonctionne un moteur à explosion ?

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Un bon article, simple et complet...

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Le moteur à explosion (dit aussi moteur thermique) est conçu pour transformer une énergie thermique (l'explosion d'un mélange air-essence (moteurs à 4 temps) ou air-essence-huile (moteurs à 2 temps)) en énergie mécanique d'abord linéaire (bielle) puis rotative (vilebrequin).

C'est en 1862 que Alphonse Beau de Rochas (1815 - 1893) écrit un mémoire comprenant le principe général du fonctionnement d'un tel moteur. Cette même année, Etienne Lenoir met au point le premier moteur à explosion interne. La première automobile, la Motorwagen, fonctionnant grâce à un moteur de ce type fut commercialisé par Karl Benz (1844 - 1929) en 1885.

Coupe d'un moteur 688 des Renault R11 et R12 (mai 1981)

Le principe du moteur à explosion 4 temps est relativement simple : le mélange air-essence est fortement comprimé par le piston. Une étincelle fournie par une bougie permet de faire exploser le gaz compressé qui repousse violemment le piston. Ce déplacement permet de faire tourner le vilebrequin qui, par un système mécanique compliqué, permettra de faire tourner les roues et donc d'avancer. Dans ce moteur à 4 temps, pour que la bielle tourne d'un tour, il faut deux montées et deux descentes du piston.

Coupe et légendes d'un cylidre de moteur à explosion 4 temps

Mais voyons le principe des 4 temps du moteur à explosion par un schéma :

Temps 1

Temps 2

Temps 3

Temps 4

L'admission

La compression

L'explosion (ou détente)

L'échappement

La soupape d'admission s'ouvre et le piston descend, aspirant le mélange air-essence

Les soupapes d'admission et d'échappement se ferment. Le piston remonte comprimant le mélange air-essence

Les deux soupapes fermées, la bougie émet une étincelle provoquant l'explosion du mélange air-essence. La pression fournis permet de faire redescendre le piston ( temps moteur )

La soupage d'échappement souvre et le piston remonte permettant l'évacuation des gaz brulés que l'on retrouvera à la sortie du pot d'échappement

Animation des 4 temps d'un moteur à explosion
Différences entre moteurs à 4 temps et moteurs à 2 temps :

4 temps :

- L'huile et l'essence ne se mélange jamais. Le mélange air-essence est confiné à la partie haute du moteur tandis que l'huile reste dans la partie basse
- Le piston doit faire deux tours au vilebrequin (720°) pour effectuer un cycle complet.

2 temps :

- Le piston fait faire un seul tour au vilebrequin (360°) pour effectuer un cycle complet.
- Il s'use beaucoup plus vite que le moteur à 4 temps, car sa lubrification est moins bonne. De plus, il a tendance à polluer beaucoup plus.

Le moteur 2 temps est beaucoup utilisé dans l'agriculture (tondeuse) et le matériel de travaux publics.

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Comment fonctionne un moteur à explosion à 4 temps ?

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Le moteur à explosion (dit aussi moteur thermique) est conçu pour transformer une énergie thermique (l'explosion d'un mélange air-essence (moteurs à 4 temps) ou air-essence-huile (moteurs à 2 temps)) en énergie mécanique d'abord linéaire (bielle) puis rotative (vilebrequin). C'est en 1862 que Alphonse Beau de Rochas (1815 - 1893) écrit un mémoire comprenant le principe général du fonctionnement d'un tel moteur.

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A regarder si vous avez du temps...

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(traduire si nécessaire avec le navigateur)

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Gottlieb Wilhelm Daimler (March 17, 1834 - March 6, 1900) was an engineer, industrial designer and industrialist born in Schorndorf, Germany. Establishing his own company, Daimler-Motoren-Gesellschaft, Daimler and partner Wilhelm Maybach developed and produced a new, highly efficient 4-stroke engine and the first four-wheel automobile.

Gottlieb Daimler was born on March 17 th, 1834 in Schorndorf, Germany as the second son of the innkeeper & baker John Däimler and his wife Frederika. In 1848 after her completed high school, Daimler settled into a gunsmith apprenticeship. In 1852, at eighteen, Daimler decided to take up mechanical engineering, abandoning gunsmithing, and left his hometown.

He enrolled in Stuttgart's School for Advanced Training in the Industrial Arts and studied engineering under the tutelage of Ferdinand Steinbeis. Daimler performed well, and when Rollé und Schwilque began making steam railway locomotives in 1856, Daimler, then 22, was named foreman. After two years Daimler enrolled in the Stuttgart Polytechnic Institute to study steam engines and locomotion. Here he mastered various courses, including physics, chemistry, history, mechanical engineering, English and economics. This education empowered Daimler with versatility and a propensity for practical knowledge. During this period he designed small, simple and inexpensive steam engines for light industrial use.

In 1861 Daimler left Germany for Paris, where he was able to study the two-stroke internal combustion engine that was designed and built by Etienne Lenoir. From Paris, he continued his journey to London arriving there in the autumn 1861. He remained until July 1863 in "the motherland of technology" working with the country's top engineering firms. Here he mastered the design and use of machine tools.

In 1863, after returning from London, Daimler was hired as technical director of the Brotherhood of Reutlingen. It was established by a philanthropic theologian, Gustav Werner who was charismatic leader with the socio-political ideas and a religious revolutionary. Werner was a staunch supporter of Christian socialism to an extent as to arouse indignation in the ecclesiastical world. Werner sought to shape the nascent industrial age by establishing a confraternity devoted to the reception and education of orphans, the disabled and individuals with challenges that normally would destine these young citizens to rapid marginalization. Werner, to this end, had constructed a paper mill, a machine shop and a carpentry shop that were not profitable enterprises. Daimler, whose management skills were quickly realized, was promoted to an executive to insure profitability of these and other Werner factory enterprises. Thanks to Daimler's organizational skills and machinist education, the enterprises managed to show a profit.

While there, Daimler met Wilhelm Maybach a teenage orphan. Daimler recognized in the intelligent young man a great creative propensity and marveled at Maybach's determination to excel in any assignment asked of him. Maybach would become Daimler's sidekick and later his most faithful collaborator. The lives of the two men would remain intertwined for the next 37 years, until Daimler's death in 1900. Daimler, also while employed by Werner, met and on November 9, 1867, married the local pharmacist daughter Emma Kurtz. Together, they had five children. Emma died on July 28, 1889. On July 3rd, 1893, at the age of 58, Daimler would remarry to hotelier Lina Hartmann of Florence, Italy.

In July of 1869, Gottlieb Daimler got a job as a technical director at Officine Meccaniche of Karlsruhe , and suggested that Maybach follow him. Maybach did and was readily employed by the technical company. After three years in Karlsruhe, Daimler and Maybach went to Gasmotorenfabrik Deutz AG of Cologn. The Deutz had been founded by Nikolaus August Otto along with his colleague Eugen Langen. Maybach was hired as a production manager but later he was promoted to a designer like Daimler. Stubborn in his ideas, Daimler had a volcanic temper that often clashed with both Otto and Langen. Daimler's Deutz employment, therefore, became very challenging but Otto appreciated Daimler's talents and together they collaborated on numerous inventions.

Otto became famous for having invented the first four-stroke engine. The initial Otto four-stroke engine designed was extremely large, four meters high, heavy and the power it dispensed was extremely low at 1/2 hp. The large engine, in its current state, could not be used as a means for transport. Daimler and Maybach were able to improve the power output to 3 hp. The problem of miniaturization and ignition was solved by Maybach, but the engine could not exceed 200 rpm without incurring a malfunction. Nevertheless, it was a working engine that had commercial applications.

Otto filed a patent on the engine without taking into account the contributions of Daimler and Maybach who, in the company's defense, were paid very handsomely for their work. This did not sit well with Daimler and tensions rose to new heights. Moreover, neither party would give way on direly needed improvements as Otto's vertical piston design weakness clashed with Daimler's stubborn insistence on using only atmospheric engines. This led the company to an impasse and Daimler was offered the choice of founding a Deutz branch in St. Petersburg or resigning. Daimler resigned and set up shop in Canstatt where he was shortly joined by Maybach.

Daimler's goal was to develop small, and fast-running internal combustion engines. These engines he deduced could be used everywhere powering vehicles of any kind on land and water. In 1883, he and Maybach developed a small engine that could operate at 600 rpm and then at 900 rpm with an 1884 advancement.

Concerned about legal action by Otto, the team built and perfected an even smaller new engine. Unlike the previously used conventional stationary gas-powered four-stroke models, this engine was driven by gasoline combustion. The engine was converted from a horizontal to a vertical position, hence giving it the nickname of "grandfather clock" due to its resemblance of late 19 th Century timepieces. The engine had an enclosed crankcase, on which stood the air-cooled cylinder. The intake valve opened and closed automatically, while the exhaust valve was operated by a curved groove control invented by Daimler, which also kept the revolutions in check. Additional features included a surface carburetor and a piston crown valve (abandoned again later) to assist the charging still further. The single-cylinder engine weighed just 60 kilograms, had a displacement of 264 cm and produced 0.5 hp, but now at 700 rpm. On April 3 rd, 1885, Daimler received the kingdom Patent No. 34926 on its engine, and the new "grandfather clock" engine went down in the history of technology.

Daimler and Maybach, to test their invention, constructed the first motorcycle which attached the newly patented small engine to a wooden bike. The original design used a belt drive, and twist grip on the handlebars which applied the brake when turned one way and tensioned the drive belt, applying power to the wheel, when turned the other way. Daimler's plans also called for steering linkage shafts that made two right angle bends connected with gears, but the actual working model, however, used a simple handlebar without the twist grip or gear linkage. Maybach drove it three kilometers from Cannstatt to Untertürkheim, reaching 7.5 mph. The design, called the Reitwagen, was patented on August 29, 1885.

This was followed by the installation of the "grandfather clock" gasoline engine in a boat. It was constructed in the Daimler greenhouse located in his back yard. The engine was mounted in a 4.5-metre-long boat which achieved 6 knots. The boat was called the Neckar after the river it was tested on and was registered as patent number DRP 39-367. Motor boat engines would become their main product until the first decade of the 1900s.

In October 1886 Daimler installed his engine into a William Wimpff ​​carriage, which is now regarded as the first four-wheeled motor vehicle. The Motor Car built earlier in 1886 by Karl Benz had three wheels. The first official road test of the four wheeled Motorkutsche occurred in March 1887, one year after the order of the carriage by Daimler. On July 5, 1887, Daimler purchased a property in Seelberg Hill (Cannstatt) previously owned by Zeitler & Missel who had used it as a precious metal foundry. The site covered 2,903 square meters, cost 30,200 Goldmark. Here Maybach and Daimler produced engines for their successful Neckar motorboat. They also sold licenses for others to make their engine products and Seelberg Hill became a beacon to the rapidly growing small vehicle motor industry.

Daimler and Maybach were also intrigued with the Velo, whose prototype was built by Karl Benz in 1886. Benz and Daimler, despite their factories being located in areas close proximity, never had the opportunity to meet in person. All inventors and manufactures, however, were keenly aware of each other's products closely examining all of their competitors' inventions.

In 1888, Daimler in coping with increasing product demands built his first two-cylinder vehicle. In that same year, Daimler built the first motorized airship, a balloon based on designs by Dr. Friedrich Hermann Wölfert from Leipzig. They replaced his hand operated drive system and flew over Seelberg successfully on August 10 th, 1888.

In 1889, Daimler and Maybach began to build their first automobile that did not involve adapting a horse-drawn carriage with their engine. The car resulted from Wilhelm Maybach proposing a new vehicle be built from scratch. They began with the tubular frame, already used by Karl Benz for its Velo, but this vehicle had four wheels instead three. The tubular frame was made from steel which also acted as conduits for the passage of the cooling liquid. Instead of a transmission belt, a gear system with four-speeds was developed to be manually operated. The vehicle also had an innovative twin-cylinder engine which many historians hail as the first V-engine in automotive history. This engine produced power up to 1.65 hp at 920 rpm, pushing the car to a maximum speed of 15 mph. The chassis section had two front wheels inserted into two cycling forks linked together by the steering system. The front and the rear parts were perhaps less modern, as they were rigid axle without elastic elements of any kind. There was no production in Germany, but the Daimler Stahlradwagen was licensed to be built in France.

France was chosen in 1889 because the French were preparing to launch a spectacular exposition in Paris to celebrate the hundredth anniversary of the French Revolution. The Exposition Universelle was planned as a World's Fair to be held in Paris and was scheduled to open May 6 th and close October 31 st in 1889. This was the first exposition where electricity would be used in a foremost way. Each evening and all through the night, the lower part of the Eiffel tower, the tallest structure in the world, and its surrounding fountains were lit up, creating a spectacular electric light show. In the Gallery of Machines, built under the arch of the tower, visitors stood on a high moving platform to view the wonderful inventions, which had been developed during the Industrial Revolution. Daimler's Stahlradwagen, built in France, was a featured exhibit at the Exposition Universelle.

The Stahlradwagen, although not a commercial success, established an important Daimler business relationship between Emile Levassor and René Panhard of Panhard & Levassor. Specifically, the car had attracted the attention of Madame Louise Sarazin, widow of Edouard Sarazin, who had taken over her husband's company, which was also making engines and motorized vehicles. Madame Sarazin negotiated an agreement with Daimler acquiring the right to use and market his engines. Madame Sarazin had planned to distribute the engines to Car Manufacturer Panhard & Levassor, but the following year she married Emile Levassor, one of the founders of the French House. This resulted in a boom to Daimler's engine line. Daimler, also to due to the Paris show, executed a contract with Peugeot to utilize his engines in their motor vehicles.

In 1890, the company had expanded its motor business with distributors in London and New York. Despite this, Daimler ran into financial trouble because it was unable to sell enough motors to cover the increasing overhead that was a product of the small company's growth. This lack of liquidity led Daimler to look for partners and his banking connections led him to Max von Duttenhofer.

In 1863 Max had taken over a powder mill from his father which he expanded into the Rottweil gunpowder factory. In 1884 Duttenhofer's team developed smokeless gunpowder which, at the time, was a sensational development in the field of military technology. By 1890, he was flush with cash and the Managing Director of the Cologne-Rottweil powder works. He and his friend, Wilhelm Lorenz, founded with Daimler a new corporation and named it Daimler-Motoren-Gesellschaft or DMG. The shareholder's agreement named Maybach as the Chief Engineer of DMG but the terms of employment were objectionable causing much tension between the Wilhelm and DMG. Karl Linck, Daimler's accountant, was hired as the head of marketing. Both men were promised positions on the Board of Directors.

Maybach left the company on February 11, 1891 over disagreements with Duttenhofer and DMG refusal to give him a seat on the Board of Directors. Max Schrödter, Maybach[s replacement, understood very little about the company's combustion engines. He, Duttenhofer & Lorenz enlarged expanded the company from 22 to 163 employees in its first year. The workforce, like Schrodter, was unqualified and complex engineering that was required in engine production resulted in DMG marketing inferior products. Daimler, now only owning 1/3 of his company, unsuccessfully clashed with Duttenhofer & Lorenz over the employee expansion and the quality of product line. By the third fiscal year, losses amounted to 140,000 marks thus eliminating all the gains made at DMG in its first two years.

Meanwhile, during this period, Duttenhofer, Lorenz , and designer Schroedter focused DMG's business on stationary engines. Customers complained about the poor reliability of the DMG engines and the quality of the frames. The business faltered and by 1894 the company had a debt of 385,000 marks. Additionally, without Daimler and Maybach, the company had only manage to complete 15 automobiles.

DMG international company distributers began to call for the return of the former Daimler and Maybach design team. In their desperation, they offered DMG 350,000 marks for engine licensing rights under the condition that Daimler and Maybach return as executives to the company and placed in charge of engine development. Duttenhofer and Lorenz, despite their disappointment, had no other sound financial options and were forced to re-contract Daimler and Maybach. Daimler was wooed back with a substantial compensation and returned as DMG's inspector general. Maybach came aboard as DMG technical director and a member of the Board of Directors. After additional corporate reorganization, the business was re-launched.

In 1895 DMG launched the Riemenwagen, which was the first car to have been used as a taxi . The Riemenwagen was also popular with private clients and marketed by pushing its combined qualities of reliability and motoring comfort. Riemenwagen offered a range of engines. Its most popular engine had a twin-cylinder carburetor jet with a compression ratio of just 2.5:1. Its innovative lubrication system made ​​use of oil extracted directly from the crankcase. Among other technical features, the car had a 4-speed belt feature that gave its name to the car (in German Riemenwagen means car belt). Additionally, the clutch was a tensioner and another peculiarity included a circular steering wheel rather than a joystick.

The following year, DMG gave birth to truck industry with its Daimler Motor Lastwagen. The truck consisted of a cargo carriage with four wheels and a front seat placed in a raised position. The engine, a twin-cylinder design, was placed at the front of the vehicle and capable of producing 4 hp. The Lastwagen became very popular with English breweries for delivering beer to local pubs.

In 1897 DMG began to produce the Daimler Phoenix-Wagen. The name Phoenix was first used to tag a new DMG engine developed by Maybach. This was an in-line two-cylinder engine with combustion chambers formed in a parallel mono-block. The block was then mounted on a housing of the spherical shape that contained the crankshaft. The Phoenix-Wagen, which used this engine, was developed to complement and later replace the Riemenwagen. The first Phoenix-Wagen was different from the Riemenwagen in that it had a sheet steel U-section frame, an improved exchange rate and tape gears being replaced by a standard 4-speed geared transmission. The standard Phoenix-Wagen was equipped by a twin 1060cm Phoenix engine that produced 4 hp at 700 rpm. The dealers, however, offered their customers options to enhance or reduce its power with either a 6 hp or 2.3 hp DMG engine. The Phoenix-Wagen body, however, was the real novelty as it was the first car to include a front bonnet for the driver. More particularly, the vehicle was the first passenger car with front engine that reached top speeds of about 25 kph. Another DMG turning point came in 1898, when the Phoenix-Wagen ignition system replaced filament with a magnetic low voltage system devised by Bosch.

By 1899 the Riemenwagen was entirely replaced by Phoenix-Wagen which was equipped by a 4 -cylinder engine, the first in automotive history. This engine was invented by coupling two twin-cylinders used in the engine's basic version with a reduced bore from 75 to 70 mm in order to obtain a displacement of 1845 cm and 6 hp at 700rpm. The maximum speed of this original version of the tip was 40kph.

Despite these successes, DMG was not profitable. Max von Duttenhofer established, with Daimler investment banker Kilian Steiner, Motorwagen GmbH to compete against DMG in 1899. Duttenhofer had falsified papers that gave Motorwagen a license to manufacture automobiles with Daimler engines and parts. Motorwagen sold the automobiles at much lower prices than DMG which caused its sales and revenue to sharply decline. Daimler, realizing that he had been deceived by Duttenhofer and Killian, tried to rectify the situation with the dishonest duo. His negotiations, however, proved fruitless and this aggravated an already tenuous heart condition. In early January, 1900, Daimler was ordered by his doctors to stay away from work and spend a good deal of time in bed. On March 6, 1900 Gottlieb Wilhelm Daimler died at his home.

Daimler's great achievement was the invention of the gasoline and petroleum explosion motor, which, fifteen years ago, revolutionized the construction and industry of light mechanical motors. His cylindrical motor in upright V form immediately became known as the celebrated Daimler Motor. In various modified forms it has been applied to a great majority of all the various gasoline motors now in use in Europe and in America.

In 1885 Daimler patented the first motor cycle with a motor on the rear wheel. By the end of the same year he was able to turn out his first practical motor carriage. The inventor's genius next turned to a construction of vertical motors for gas or petroleum to be used in launches. This invention achieved instant favor and soon became one of the most profitable products of the Daimler works. In 1887 Daimler patented a motor street car propelled over steel tracks by means of a single cylinder. Change of speed was provided by three pairs of interlocking wheels which could be shifted at will. This invention was exhibited by MM. Panhard and Levassor at the Paris Exposition of 1889, where it excised universal attention.

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(March 17, 1834 - March 6, 1900) was an engineer, industrial designer and industrialist born in Schorndorf, Germany. Establishing his own company, Daimler-Motoren-Gesellschaft, Daimler and partner Wilhelm Maybach developed and produced a new, highly efficient 4-stroke engine and the first four-wheel automobile.

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A regarder tranquillement...

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Le fabuleux destin des inventions 122014

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(6) Le Fabuleux Destin des Inventions - La Vapeur qui Révolutionna le Monde

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avec l'accent français

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une présentation plus fouillée.

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Un documentaire sur les travaux d'Ampère

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Un documentaire sur les travaux d'Ampère

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Clair et instructif

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...et sa compréhension.

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à regarder pour le plaisir et pour s'instruire

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Le courant électrique et la pile d’Alessandro Volta

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...pour aller plus loin !

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C'est pas sorcier -PILES ET BATTERIES : 
les sorciers se mettent au courant

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Court et instructif

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Comment réagir quand il gronde !

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Une expérience facile à réaliser !

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Une vidéo assez longue mais très claire.

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Marie Curie: Une femme pionnière aux deux Prix Nobel

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Les travaux de Marie Curie, des découvertes qui ont révolutionné les sciences

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L'Histoire de Lavoisier #HistoireDesSciences 4

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L'expérience de Lavoisier pour connaître la composition de l'air.

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L'expérience de Lavoisier pour connaître la composition de l'air.