exhaust valve
Figure 19.—Under sideof exhaust valve mechanism showing electrical contacts that give spark only on every other revolution.
Just on top of the flywheel, and surrounding the crankshaft, rest two rings, 3⅞ inches in diameter. Into the opposing surfaces of these rings are cut a series of small inclined planes, appertinent to each other. On the outer circumference of the upper ring two pins pass through a pair of lugs mounted in the flywheel, causing the ring to rotate with the flywheel, yet permitting vertical movement. Underneath, the other ring is allowed to turn slightly when, by means of two connecting links, the arms of the governor push against them. These two arms, each constructed like a right angle and pivoted at the apex, are arranged directly opposite each other far out in the flywheel recess. As a weight on one angle of the arm presses outward by centrifugal force against a spring, the other angle presses inward against the connecting link mentioned above. The turning of the lower set of inclined planes against the fixed set above raises the upper ring and the fork resting on it. The upward movement of this fork, which is a continuation of an arm pivoted to a bracket midway between the crankshaft and the slide carrying the exhaust valve stop, causes the other end of the arm to drop, pulling the slide down with it. In this manner the closing of the exhaust valve is blocked, preventing the intake of the next charge, and therefore the engine misses one or more explosions until it slows to its normal speed.
A starting shaft is mounted above the engine casting by a cast-iron bracket on either end. The front end of the shaft has a bevel gear which is held by a coil spring behind the front bracket, just out of contact with a bevel gear pressed onto the upper end of the crankshaft. The short rear portion of the shaft is a tube which slides over the main shaft. Fitting the removable handcrank to the squared end of the hollow shaft and turning the crank clockwise, will advance the forward section of shaft through the medium of a pair of inclined collars. With the bevel gears now engaged the engine may be cranked. When ignition begins, the inclined collars slide back down each other's surfaces, the shaft is again shortened, and its bevel gear springs free of the one on the crankshaft.
piston
Figure 20.—Piston and connecting rodof second engine. Screw on rod is where oil is poured into connecting rod to lubricate wrist pin and crankshaft.
While Frank worked on his engine, he realized that certain parts of the old running gear would need to be altered or replaced. In view of the heavier and more powerful engine, he felt the old wheels, probably having compressed band hubs, were inadequate. He procured a set of new, heavier wheels[20]with Warner-type, cast-iron reinforced hubs. The angle iron frame, apparently sturdy enough to carry the added weight, was retained, but it was decided to install a heavier rear axle.[21]The front axle assembly was at first allowed to remain unchanged, as was the steering apparatus. A short time later when the engine and friction transmission were bolted in place on the running gear, Frank saw that the rigidity of the framework had an undesirable effect. When the vehicle passed over any unevenness in the shop floor, the framework was distorted and caused the jackshaft bearings to bind tightly enough on the shaft to prevent its being turned by hand. In order to provide the 3-point suspension necessary to eliminate this distortion, Frank attached the forward parts of the framework to an extra wooden spring bar, installing between this bar and the front axle a vertical fifth wheel of the type ordinarily used in a horizontal position in any light carriage.
Frank next calculated that with the faster running engine the speed of the vehicle would be about 15 miles an hour, too much for the heavily loaded wheels. As he intended to make use of the original transmission, he decided to decrease the speed by increasing the size of the friction drum. He accomplished this by sliding a heavy fiber tube over the original drum, bringing its diameter to approximately 14 inches. The original shipper fork carriage was improved by separating the original bearings to a greater distance, and eliminating one of the two bearings on one end. This permitted a smooth and free operation of the small sliding carriage.
In August 1893, possibly as a result of indoor experiments, Frank discovered that the chains running from the small 5-tooth[22]jackshaft sprockets to the large, bronze, wheel sprockets were tight at some times and loose at others. This caused considerable unnecessary noise. The difficulty apparently was the result of the sprockets being cast and not machined. The patternmaker had said he believed he could make the pattern accurately enough so that no machining of the castings would be necessary. Nice castings were produced, but "these sprockets were the reason why an unusual construction was put on the crankshaft [meaning jackshaft]," explained Frank Duryea during an interview at the National Museum on November 9, 1956. Elaborating further, in reply to the queries of E. A. Battison, of the Museum's division of engineering, Duryea told of the problem and the solution when he explained that the sprockets had places where the shrinkage was not even. The hot metal, contracting as it cooled, did not seem to contract uniformly, creating slightly unequal distances between teeth. This resulted in the chain hanging quite loose in some places and in others the tightness prevented adjustment. He contacted Will Russell, foreman of the Russell shop, where the automobile was made, and Russell showed him a device, built by George Warwick, who had made the Warwick bicycle. It was an internal-cut gear, according to Duryea's description, with sprocket teeth on its periphery. With sprockets outside and normal teeth inside, the wheels were about 6 inches in diameter, externally.
These little internal-gear sprockets were hung on double-shrouded pinions secured to each end of the jackshaft. A solid disc or housing fitted against both ends of the pinion to prevent the internal gear from working off sideways. Duryea explained the function of these unique little parts: "as soon as tension came on that ring gear that we talked about, it not only tightened the chain hanging on this sprocket on the upper side, but it tightened it on both sides. [The sprocket] rocks right out: both sides of the chain are tight."
This feature is one rarely encountered elsewhere, and Duryea, later in the interview said, "To tell you the truth, I think I was just a little bit ashamed about the thing, because I had to pull it off. I didn't like the looks of it after I got it on."
Two small tanks, each with a capacity of approximately two gallons, were mounted over the engine in the positions they still occupy, the one on the left for gasoline,[23]the other for water. The small fitting under the gasoline tank has a thumbscrew shutoff and a glass-sight feed tube, leading to the carburetor. The water tank, an inch longer than the gasoline tank, communicates with the water jacket of the engine through two pieces of half-inch pipe, entering the jacket from above and below. The overflow tank, holding just over a gallon, is suspended between the rear axle and the flywheel.
A number of mufflers were constructed for the engine.[24]The first experimental one was built of wood, being a box 6 × 6 × 15 inches with a hole for the exhaust pipe in one end and a series of small holes in the opposite end. Inside, Frank arranged metal plates which were somewhat shorter than the depth of the box. Every other one was attached to the bottom of the box; the intermediate plates were fastened to the top. This contrivance muffled the sound considerably, but, as might be expected, soon began to smoke. There can be little doubt that it was replaced before any of the outdoor trials began. Another type consisted of a cylindrical metal shell, perhaps six inches in diameter and ten or twelve inches long. Here a series of perforated baffle plates were inserted, with alternating solid plates having parts of their external edges cut away. Two bolts running the length of the muffler held on the cast-iron heads in a manner quite similar to the Model-T Ford mufflers of later years. Though partially satisfactory, Frank, in a November 6, 1957, interview, complained that itmade a metallic sound. Perhaps this was the muffler he used from September to November 1893.
battery
Figure 21.—Illustration of the no. 2 Samson batteryused by the Duryeas in their vehicle. (Smithsonian photo 46858.)
On August 28 Frank wrote to Charles saying the carriage was almost ready for the road and that he hoped to take it out for a test on the coming Saturday, "off somewhere so no one will see us...."[25]There is no evidence showing whether the amount of remaining work permitted the proposed trial on September 2. The body was finally replaced on the running gear, at which time it was found necessary to raise the seat cushion several inches by the insertion of a framework made of old crating boards. This allowed sufficient room between the seat and the frame to suspend the batteries and coil. Six no. 2 Samson batteries were contained in this space, three on each side, in rows parallel to the side of the vehicle. The Samson battery consisted of a glass jar containing a solution of ammonia salts and water, with a carbon rod in the center, housing a zinc rod. It is difficult to understand why they used Samson batteries rather than dry cells; perhaps they were concerned with the mounting cost of the machine and were making use of parts already on hand.[26]A coil, possibly from an old gaslight igniter system, accompanied the Samson batteries under the seat. This original coil is now missing.
The iron dash frame, previously recovered and provided with a rain apron to be pulled up over the knees in the event a heavy rain blew in under the carriage top, was bolted back in place. Frank and Mr. Markham gave the carriage a quick painting; later Frank admitted, "the machine never had a good job of painting."[27]Before the motor wagon actually got onto the road, a reporter on theSpringfield Evening Uniongot some statistics on it and an item appeared on September 16, giving the first public notice of the machine.
article
Figure 22.—From theSpringfield Evening Union, September 16, 1893.
Text of Article
Toward the latter part of the following week, Frank was ready to give the product of his labors its first road trial. On September 21 the completed carriage was rolled onto the elevator at Russell's shop. Seeing that the running gear was too long for the elevator, they raised the front of the machine, resting the entire weight of 750 pounds on the rear wheels. Once outside the building, they pushed it into an area between the Russell and Stacy buildings. After dark, "so no one will see," Will Bemis, Mr. Markham's son-in-law, brought a horse and they pulled the phaeton out to his barn on Spruce Street.[28]There, on Spruce and Florence Streets the first tests were made. The next day Frank wrote his brother saying, "Have tried it (the carriage) finally and thoroughly and quit trying until some changes are made. Belt transmission very bad.[29]Engine all right." He did admit the engine seemed to be well loaded most of the time. He also had an idea in mind to replace the poor transmission, explaining the plan to Charles: "The three gears[30]on secondary shaft have friction clutches, the two bevel gears on same shaft are controlled by a clutch which frees one and clutches the other at will. This provides a reverse."
spark coil
Figure 23.—Type of spark coilthe Duryeas are believed to have used in their electrical circuit,as shown in a catalog illustration. (Smithsonian photo 46858-A.)
TheSpringfield Evening Unionof September 22 carried a notice of the trial. This report, too, commented on the faulty transmission and the plan already in Frank's mind for the new transmission.
... The friction belt allowed of the speed being steadily increased or diminished at the will of the driver and caused no sudden forward motion of the carriage, but while this arrangement has many advantages it uses up the power so that the two-horse power furnished by the motor [somewhat less than the rating Frank gave the engine] was reduced to less than three-fourths horse power on reaching the main shaft. This would not be sufficient to propel the carriage up steep grades but would be sufficient to run the carriage on level road.The inventors will do away with this belt in favor of a clamp gear and will make the drum wheel smaller. By this means there will be very little power lost in transmission to the shaft and by a patented arrangement the carriage may be started gradually but the speed must be increased by shifting the clamp gear to a succession of gears on the driving wheel of the motor. The speed of the carriage will be fixed permanently according to the size of the gear that the smaller one is shifted to. The test of the machine with the gear arrangement will be made soon.
... The friction belt allowed of the speed being steadily increased or diminished at the will of the driver and caused no sudden forward motion of the carriage, but while this arrangement has many advantages it uses up the power so that the two-horse power furnished by the motor [somewhat less than the rating Frank gave the engine] was reduced to less than three-fourths horse power on reaching the main shaft. This would not be sufficient to propel the carriage up steep grades but would be sufficient to run the carriage on level road.
The inventors will do away with this belt in favor of a clamp gear and will make the drum wheel smaller. By this means there will be very little power lost in transmission to the shaft and by a patented arrangement the carriage may be started gradually but the speed must be increased by shifting the clamp gear to a succession of gears on the driving wheel of the motor. The speed of the carriage will be fixed permanently according to the size of the gear that the smaller one is shifted to. The test of the machine with the gear arrangement will be made soon.
In October Frank decided on another vacation and went to Chicago to see the Columbian Exposition. Charles had come up from Peoria to see the fair and the two talked over the progress on their motor wagon, and discussed the transmission problem. They gave particular attention to everything relating to engines and motor carriages, and Frank recalls seeing a Daimler quadricycle that impressed him with its performance.[31]Just what decisions the two might have made there are unknown, yet it is likely that they agreed to give the old transmission one more chance to prove itself.
Returning to Springfield, probably in the first week of November, Frank gave the friction drive its final test, this time substituting a leather belt for the rubber one first used.[32]Mr. Markham, though intensely interested in the experiments, apparently was dubious concerning the safety of the carriage. It had no brakes, and fearing failure of the transmission on a downgrade, he was reluctant to ride in the machine. On November 9 he asked Will Bemis to try it for him. The following day theSpringfield Morning Uniongave a description of the run:
Residents in the vicinity of Florence street flocked to the windows yesterday afternoon astonished to see gliding by in the roadway a common top carriage with no shaftsand no horse attached. The vehicle is operated by gasoline and is the invention of Erwin Markham and J. F. Duryea. It has been previously described in The Union and the trial yesterday was simply to ascertain the practical value of a leather friction surface which has been substituted for the rubber one previously used. The vehicle, which was operated by Mr. Bemis, started from the corner of Hancock avenue and Spruce street and went up the avenue, up Hancock street and started down Florence street, working finely, but when about half-way down the latter street it stopped short, refusing to move. Investigation showed that the bearing had been worn smooth by the friction and a little water sprinkled upon it put it in running condition again. The rest of the trip was made down Florence and down Spruce street, to the residence of the inventors. They hope to have the vehicle in good working condition soon.
Residents in the vicinity of Florence street flocked to the windows yesterday afternoon astonished to see gliding by in the roadway a common top carriage with no shaftsand no horse attached. The vehicle is operated by gasoline and is the invention of Erwin Markham and J. F. Duryea. It has been previously described in The Union and the trial yesterday was simply to ascertain the practical value of a leather friction surface which has been substituted for the rubber one previously used. The vehicle, which was operated by Mr. Bemis, started from the corner of Hancock avenue and Spruce street and went up the avenue, up Hancock street and started down Florence street, working finely, but when about half-way down the latter street it stopped short, refusing to move. Investigation showed that the bearing had been worn smooth by the friction and a little water sprinkled upon it put it in running condition again. The rest of the trip was made down Florence and down Spruce street, to the residence of the inventors. They hope to have the vehicle in good working condition soon.
running gear
Figure 24.—Running gear of Duryea vehicle,showing the second engine andother parts as used in January 1894.
The same evening, the late edition ran a brief paragraph stating that "the test was made to determine the value of a leather friction surface for propelling the wagon, that had been substituted in place of the rubber surface, used in the former test." Bemis, according to Frank Duryea's recollection, was not impressed with the performance of the machine, saying "the thing is absolutely useless," and for a time it appeared that further support from Markham would not be forthcoming. Frank, believing eventual success to be near, drew up plans showing his geared transmission, and with these managed to gain Markham's partial support. Money for material and use of the shop was to continue, but Frank was to complete the work on his own time.
Now receiving no salary, Frank worked hurriedly on the transmission throughout late November, December, and the first two weeks of January. First discarding the old friction drum and shaft, and the shipper-fork carriage, he bolted a rawhide bevel gear to the lower surface of the flywheel. This turns two bevel gears, in opposite directions, on a countershaft directly underneath, approximately in the position of the old jackshaft. The right bevel gear is secured to the main countershaft on which two clutches are mounted, one on each side of the crankshaft. On a sleeve turning freely around the countershaft is mounted the reverse bevel gear and clutch. Three free-running clutch drums, the right one carrying the high-speed gear, the two on the left carrying the combination low speed and reverse gear between them, complete the countershaft assembly. The clutch assemblies are of Frank Duryea's design, having internal arms, expanding outward to press leather-faced shoes against the inner surface of the drum, thus securing the drum and its gear to the shaft. Behind this machinery is the jackshaft with its small differential on the right, two laminated rawhide gears[33]meshing with the iron gears of the countershaft, and the internal-gear sprockets hanging on the small pinions at either end. A sliding cam bar, mounted nearly in the position of the former shipper-fork carriage, is operated by the vertical movement of the tiller handle to engage any one of the three clutches. With the tiller depressed, the vehicle is in reverse. Elevating it slightly puts it into low gear, and raising it still higher runs the machine at its highest speed.
cam bar
Figure 27.—Cam bar in foreground, operated by tiller,actuates the various clutches of the transmission. The overflow gasoline tankwith the hand pump can be seen in the rear.
patent letter
patent letter drawing
Figure 28.—A drawing and the first pageof the specifications of the first patent issued to C. E. Duryea.It can be readily seen that this drawing was not made after the plan of the first vehicle.
Text of Patent Letter
As the work moved nearer completion Frank realized that the final tests would have to be conducted on roads made icy by falling snows. He had considerable doubt whether the narrow iron tires would have enough traction to move the phaeton. Soon he devised an expedient for this situation, communicating to Charles on December 22 that he was "having Jack Swaine [a local blacksmith] make a couple of clutch rims so we can get over this snow and ice.... Our detachable rims referred to will be of ⅛ iron 1¾ wide and drawn together at one point by two screws, one on either side of felloe. It will be studded with calks in two rows."[34]
The Duryeas
Figure 29.—Mr. and Mrs. Frank Duryeaexamining vehicle inthe Smithsonian Institution before restoration.
January 18, 1894, was a day of triumph for Frank Duryea. Writing Charles about his success the next day he said, "Took out carriage again last night and gave it another test about 9 o'clock." The only difficulty he mentioned was a slight irregularity in the engine, caused by the tiny leather pad in the exhaust-valve mechanism falling out.[35]Speaking of this trip, Frank recalled in 1956:
When I got this car ready to run one night, I took it out and I had a young fellow with me; I thought I might need him to help push in case the car didn't work.... We ran from the area of the shop where it was built down on Taylor Street. We started out and ran up Worthington Street hill,[36]on top of what you might call "the Bluff" in Springfield. Then we drove along over level roads from there to the home of Mr. Markham who lived with his son-in-law, Will Bemis, and there we refilled this tank with water. [At this point he was asked if it was pretty well emptied by then.] Yes, I said in my account of it that when we got up there the water was boiling furiously. Well, no doubt it was. We refilled it and then we turned it back and drove down along the Central Street hill and along Maple, crossed into State Street, dropped down to Dwight, went west along Dwight to the vicinity where we had a shed that we could put the car in for the night. During that trip we had run, I think, just about six miles, maybe a little bit more. That was the first trip with this vehicle. It was the first trip of anything more than a few hundred yards that the car had ever made.
When I got this car ready to run one night, I took it out and I had a young fellow with me; I thought I might need him to help push in case the car didn't work.... We ran from the area of the shop where it was built down on Taylor Street. We started out and ran up Worthington Street hill,[36]on top of what you might call "the Bluff" in Springfield. Then we drove along over level roads from there to the home of Mr. Markham who lived with his son-in-law, Will Bemis, and there we refilled this tank with water. [At this point he was asked if it was pretty well emptied by then.] Yes, I said in my account of it that when we got up there the water was boiling furiously. Well, no doubt it was. We refilled it and then we turned it back and drove down along the Central Street hill and along Maple, crossed into State Street, dropped down to Dwight, went west along Dwight to the vicinity where we had a shed that we could put the car in for the night. During that trip we had run, I think, just about six miles, maybe a little bit more. That was the first trip with this vehicle. It was the first trip of anything more than a few hundred yards that the car had ever made.
drawings
Now Frank could give demonstration rides with the motor carriage, hoping to encourage more investors to back future work. Cautious Mr. Markham finally got his ride, though Frank had to assure him that the engine of the brakeless vehicle would hold them back on any hill they would descend. The carriage on which he had spent so many hours was to see little use after that. Its total mileage is probably less than a hundred miles. Little additional work is known to have been performed on the carriage after January 1894; there is, however, a letter[37]Frank sent his brother on January 19 which tells of contemplated muffler improvements. Another message was dispatched to Charles on March 22, mentioning the good performance of the phaeton on Harrison Avenue hill.[38]This was possibly the last run of the machine, for no further references have been discovered.
Frank spent the months of February and March in preparing drawings, some of which accompanied their first patent application,[39]while others were to be used in the construction of an improved, 2-cylinder carriage. Work on the new machine started in April. The old phaeton, in the absence of used-car lots, was put into storage in the Bemis barn.[40]Later, on the formation of the Duryea Motor Wagon Company in 1895, it was removed to the barn of D. A. Reed, treasurer of the company.[41]There it remained until 1920, when it was obtained by Inglis M. Uppercu and presented to the U.S. National Museum.
For sale by the Superintendent of Documents, U.S. Government Printing OfficeWashington, D.C. 20402—Price 30 cents
Footnotes:
[1]S. H. Oliver,Automobiles and Motorcycles in the U.S. National Museum(U.S. National Museum Bulletin 213, Washington: Smithsonian Institution, 1957), p. 24.
[2]G. R. Doyle,The World's Automobiles(London: Temple Press Limited, 1959), p. 67.
[3]Recorded interview with Frank Duryea in the U.S. National Museum, November 9, 1956.
[4]Charles Duryea's statement toSpringfield Daily Republican, April 14, 1937.
[5]Frank Duryea,America's First Automobile(Springfield, Mass.: Donald Macaulay, 1942), p. 4.
[6]Letter from Charles Duryea to Alfred Reeves, March 25, 1920; copy in Museum files.
[7]History notes dictated by Charles E. Duryea in the office of David Beecroft, editor ofAutomobile Trade Journal, on January 10, 1925. Copy in Museum files. Hereinafter, these notes are referred to as "history."
[8]Frank Duryea in statement made to the Senate Committee on Public Administration of Massachusetts, February 9, 1952.
[9]Duryea, op. cit. (footnote 5), p. 6.
[10]Copy of contract in Museum files.
[11]Affidavit of William Rattman, March 19, 1943, states that the Russell ledgers give that date.
[12]Recorded interview with Frank Duryea in U.S. National Museum, November 6, 1957.
[13]Letter from Frank Duryea to David Beecroft, November 15, 1924; copy in Museum files.
[14]Letter from Charles Duryea to C. W. Mitman, March 21, 1922; copy in Museum files.
[15]See "history" (footnote 7), p. 6.
[16]Duryea, op. cit. (footnote 5), p. 8.
[17]Copy of letter in Museum files.
[18]Duryea, op. cit. (footnote 5), p. 12.
[19]Letter from Frank Duryea to Charles Duryea, November 3, 1893, states that the engine could be run at 700 as well as 500 rpm. Copy in Museum files.
[20]Duryea, op. cit. (footnote 5), p. 14. Also in letter from Charles Duryea to C. W. Mitman, January 11, 1922; copy in Museum files.
[21]Letter from Charles Duryea to C. W. Mitman, January 11, 1922; also letter from Frank Duryea to David Beecroft, November 15, 1924. Copies in Museum files.
[22]Letter from Charles Duryea to F. A. Taylor, December 5, 1936, says he "thought" they had five teeth. Copy in Museum files.
[23]Frank later wrote his brother, January 1894, that he fixed the tank so it would not draw sediment from the bottom. Copy of letter in Museum files.
[24]The number of mufflers Frank Duryea constructed is not known. He wrote Charles, December 22, 1893, that he "will try a new muffler also."
[25]Selden Patent Evidence, vol. 9, p. 110.
[26]See "history" (footnote 7), p. 2. Charles wrote, "Some parts of these [referring to the batteries], like the jars, I had on hand for six or eight years, and did not need to buy."
[27]Ibid., p. 15.
[28]Ibid., p. 15
[29]Frank stated in this letter that the friction drum originally had two belts, forward and reverse, but since they tended to foul each other, he removed the reverse belt and left the other to serve for both directions. How the shipper fork might have handled two belts is not understood.
[30]As actually constructed there are only two gears on the secondary shaft. He obviously discovered that one gear secured to two clutches would serve for both forward and reverse. Space was also limited.
[31]Recorded interview with Frank Duryea in U.S. National Museum, November 9, 1956.
[32]Letter from Frank Duryea to Charles Duryea, November 8, 1893. Copy in Museum files.
[33]Frank Duryea, in a recorded interview in the U.S. National Museum on November 6, 1957, said that he believed these had been purchased from Rochester Rawhide Company.
[34]Letter from Frank Duryea to Charles Duryea, December 22, 1893. Also letter from Frank Duryea to David Beecroft, November 15, 1924. Copies in Museum files.
[35]Telling of the first use of the car in later days, Frank Duryea mentions the many noises and vibrations that accompanied the trip: the vibrating tiller, the tinny sounding muffler, the clattering chains. He later reported speeds of 3 mph in low gear and 8 mph in high gear.
[36]Letter from Frank Duryea to Charles Duryea, Jan. 19, 1894, says they went up hill via Summer and Armor Streets, then out Walnut to Bemis' at Central Street School.
[37]The letter read: "I have designed a new muffler and we will proceed to make it before long, in a day or two. Instead of one shell ⅛-inch thick I shall put a shell 11⁄16-inch thick inside another of equal thickness, but about 1 inch greater diameter i.e., one chamber within another so as to cause sound to turn corners to get out. Still another shell will be added if it prove insufficient, making it turn about again—taking care in each case to give ample room for expansion—outer one need not be more than1⁄32inch possibly. Will let two threaded rods with nuts hold heads on both or on three cases, if the 3d be essential."
[38]This letter gives further proof that the car never had a brake. Frank said the car came back down the hill with no brake, but that the engine held the vehicle back.
[39]Duryea, op. cit. (footnote 5), p. 37.
[40]It is possible that a few parts were removed at this time to be used on the two-cylinder car. The muffler may have been one of these, and even more likely, the governor parts. Charles Duryea wrote to C. W. Mitman December 27, 1921, stating that his younger brother Otho and a Henry Wells had put in a battery and gasoline in 1897 and started the engine. Because the chains were not on the car they could not attempt to operate it; but the engine ran too fast, and finally something broke, probably the engine frame, found to be broken during the recent restoration. Charles thought the engine ran too fast because some of the governor parts were already missing.
[41]Recorded interview with Frank Duryea in the U.S. National Museum, November 9, 1956. On the formation of the Duryea Motor Wagon Company, Mr. Markham was rewarded for his part of the venture. He had invested nearly $3000 in the work, and sold out his rights in the company for approximately a $2000 profit.
Text of Letter (page 14)
Dear Mr Mitman24 Nov 1920
On the train I had some time to puzzle over that car. Been working nights to make up time lost in the day so did not hav much.
I made a sketch for you but did not show the spring that holds the circuit breaker in contact with the spark point. That thin finger was part of it. A spring was wound spirally--not helically--around the projecting end of the breaker pivot and the end of the spring hookt over the thin finger. See sketch herwith.
Just how the central end of the spring wire was fastened to the square of the pivot I do not kno. We did in some cases bore a hole thru and simply stick the spring thru but this put most of the action right at the bend in the wire and it broke quickly. So in other cases we fitted a light grooved spool or pulley and wound the spring around this and so avoided a sharp bend. If this was used it has been lost with the spring. A couple generations of boys playing in that barn was too many.
The Haynes steering sketch also worries me. If that vertical post came up thru that slot in the floor the crank had to be long as the sketch shows in order to get over to the driver conveniently. Then if he tried to make a complete circle with it he could not reach far enuf forward to do it easily. And he had to make a turn or two be cause H shows bevel gears of about same size so the post had to make same number of turns the worm made. Sketch herewith to illustrate my thought.
Text of Article (page 20)
NO USE FOR HORSES.
Springfield Mechanics Devise a New Mode of Travel.
Ingenious Wagon Now Being Made in This City for Which the Makers Claim Great Things.
A new motor carriage, which, if the preliminary tests prove successful as is expected, will revolutionize the mode of travel on highways, and do away with the horse as a means of transportation, is being made in this city. It is quite probable that within a short time one may be able to see an ordinary carriage in almost every respect, running along the streets or climbing country hills without visible means of propulsion. The carriage is being built by J. F. Duryea, the designer and B. F. Markham, who have been at work on it for over a year. The vehicle was designed by C. E. Duryea, a bicycle manufacturer of Peoria, Ill., and he communicated his scheme to his brother, who is a practical machanic in this city.
The propelling power is furnished by a two-horse power gasoline motor situated near the rear axle and which, when started, runs continuously to the end of the trip, notwithstanding the number of times the carriage may be stopped. The speed of the motor is uniform, being about 500 revolutions a minute, and is so arranged that it gives a multiplied power for climbing hills and the lower the rate of speed the greater power is furnished by the motor. The slowest that the carriage can be driven is three miles an hour and the speed can be increased to fourteen or fifteen miles an hour. The power is transferred from the driving wheel of the motor, which runs horizontally with the main shaft by an endless friction belt running on a drum wheel. The belt is controlled by a lever within easy reach of the driver and is shifted along the drum wheel to increase or decrease the speed. The driving wheel is about twenty inches in diameter, having in its center a depression to which the belt is shifted to stop the carriage.
The carriage can be reversed by shifting the belt from the end of the drum, which gives the forward motion to the opposite side beyond the depression in the driving wheel. The power which has been transferred to the driving shaft from the motor is in turn transferred to the two rear wheels of the carriage by a combination gear and sprockets. An endless chain connects the sprockets on the carriage wheels to the sprocket wheels on the driving shaft. All of the motive power is located under the body of an ordinary phaeton, the hight of which is not increased by the machinery. The motor is started by a crank which is easily applied to a shaft in the rear of the carriage and the gasoline is ignited in the cylinder by electricity. An automatic device stops the flow of gasoline into the cylinder when the motor ceases running. The gasoline is carried in tanks, which hold about two gallons, and which will run the carriage for about eight hours. The wagon is guided by a bicycle bar, and the speed is also controlled by this bar.
The method employed in this is as follows: To start the carriage press the lever down; to reverse it throw the lever up and to guide the wagon turn the lever either to the right or left. The front axle instead of turning horizontally plays up and down, in order that the machinery may be on a level with the rear wheels, while the front wheels are set on the axle by a pivotal joint and are connected with the guiding lever by bars with ball bearings. The carriage complete weighs about 220 pounds, and the essential features are already covered by patents while others are pending.
It is estimated that the carriages can be sold for about $400, and a stock company will probably be formed to manufacture them.
Text of Patent Letter (page 24)
United States Patent Office.
CHARLES E. DURYEA, OF PEORIA, ILLINOIS.
ROAD-VEHICLE.
SPECIFICATION forming part of Letters Patent No. 540,648, dated June 11, 1895.
Application filed April 30, 1894. Serial No. 509,466. (No model.)
To all whom it may concern:
Be it known that I,Charles E. Duryea, a citizen of the United States, residing at Peoria, in the county of Peoria and State of Illinois, have invented new and useful Improvements in Road-Vehicles, of which the following is a specification.
The object of this invention is to produce a road vehicle which shall be self-propelled, not unduly heavy, simple and easy of control and comparatively inexpensive, together with such minor objects as will become hereinafter apparent.
The invention more particularly relates to the construction and arrangement of parts for constituting the driving gearing and to the means for controlling the action thereof; to an improved manner of mounting the front, or steering, wheels upon the front axle, and of mounting the said axle relative to the running gear frame, and to the means for effecting the steering; to the appliances for the support of the motor and driving mechanism in an advantageous and efficient manner, and, generally, to improved and simplified details of construction throughout the vehicle, all as will hereinafter be rendered more apparent, and the invention consists in constructions and combinations of parts, all substantially as will hereinafter fully appear and be set forth in the claims.
Reference is to be had to the accompanying drawings, in which—
Figure 1 is a sectional elevation from front to rear of the improved road-vehicle. Fig. 2 is a plan view of the running and driving gear, the vehicle-body being understood as removed. Fig. 3 is a front elevation of the vehicle. Fig. 4 is a perspective view of the support and suspension devices for the driving mechanism. Fig. 5 is a vertical sectional view, longitudinally, through the shiftable driving-gear, the controlling devices employed in conjunction with this mechanism being seen in side elevation. Figs. 6 and 7 show the above-mentioned controlling devices as in operative relations differing the one from the other and also from that of Fig. 5.
Similar letters of reference indicate corresponding parts in all of the views.
The parts will now be described in detail with reference to said drawings, and A represents the body which is spring supported on the frame, B, of the running gear. This frame, as shown, is rectangular, and has the body-supporting springs, B2, similar to those found in common carriages. This frame has, affixed thereto, at its rear ends, sleeves,a,a, which loosely embrace the rear wheel axle, D, which is the driven axle of the vehicle. The axle, E, for the front wheels is centrally secured to the running gear frame, B, by the horizontal king-bolt,b, whereby such axle may have a swinging movement relative to the frame in a vertical plane, but it has no swinging movement horizontally, the wheels being swivel-mounted on the ends of this axle peculiarly, as will shortly hereinafter be set forth.
The body, as shown, is in the form of an inverted box, the motor, H, and driving gear being accommodated within the downwardly opening inclosure constituted thereby, and the body also has the upwardly open box-like forward extension, or pit, A2, for the accommodation of the feet of the rider, the rider's seat being constituted by the top forward portion of the box body. Some other suitable design of body may, of course, be used in lieu of this one shown.
The front wheels,d,d, are hung to the front axle, E, so that the center of each wheel base is in a line coincident with the axis of the pivotal connection which is provided between the journals for the wheels and the axle, which arrangement practically destroys any tendency to deflection from the course that might otherwise arise from striking an obstacle, and so renders the steering easier. In order to effect this the axle is formed with yoked ends, the yoke members,f,f, being above and below the longitudinal line of the axle. The short journal,g, shown for each wheel, has at its inner end an upwardly and downwardly extended arm,h, which is return-bent to be loosely embraced by the axle yoke,f,f. The cone pointed screws,c, passed through the yoke members,f, and into sockets therefor in the arms,h, of the journals,g, constitute the means for the swivel connection between said parts. The lock-nuts,c2, manifestly, are employed with utility in this connection.
It will be perceived that inasmuch as in the arrangement shown, the pivotal connections
Transcriber's Note:Letters printed upside down have been corrected silently.