Church also proposed, in addition to spring felloes, spring spokes, and the ordinary springs, to employ air springs, and for that purpose provided two or more cylinders, made fast to the body of the carriage, in a vertical position, closed at top, and furnished with a piston, with packing similar to the cap-leather packing of the hydraulic press. This piston was kept covered with oil, to preserve it in good order, and a piston rod connected it with the supporting frame of the carriage. Motion was communicated by two oscillating steam cylinders suspended on the steam and exhaust pipes over the crank shaft. The crank shaft and driving-wheel axle were connected by means of chains passing about pitched pulleys.
To introduce the Church coach, the London and Birmingham Steam Carriage Company was organized. The first carriage built for the company was an imposing vehicle, something like a big circus van, elaborately ornamented and with a large spheroidal wheel in front. It carried about forty passengers on top, in omnibus fashion, and the driver sat on a raised seat near the roof. A fair rate of speed was maintained, fifteen miles on the level, but the boiler was damaged, and horses hauled the engine back to the factory. Other carriages were subsequently brought out, but they all failed to meet the requirements of travel on the rough roads that existed at that time in England.
Jean Joseph Etienne Lenoir
Born at Mussy-la-Ville, Luxembourg, January 12, 1822. Died, July, 1900, at La Varnne Chemevieves, near Paris.
When Lenoir came to Paris in 1838 he had but an ordinary education and was without resources. For a time he served as a waiter in order to earn money to become an enameler and decorator. In 1847, he invented a new white enamel and four years after invented a galvano plastic process for raised work. Many other inventions were made by him, among them being an electric motor in 1856, a water meter in 1857, an automatic regulator for dynamos, the well-known gas motor that bears his name, and a system of autographic telegraphing.
It is claimed that in September, 1863, Lenoir put a gas engine of his non-compressor type, of one and a half horse-power, on wheels and made an experimental run to Joinville-le-Paris and back. The motor, running at one hundred revolutions, it is said, took them there in one and a half hours. He thereupon abandoned such trials, and tried his engines in a boat, and in 1865 put a six horse-power in one, but the insignificant speed possible with his engine caused him to abandon that also.
The Academy of Science of Paris decorated M. Lenoir and the Society of Encouragement gave him the grand prize of Argenteuil, amounting to twelve thousand francs. For his patriotic services at the siege of Paris, during the Franco-Prussian war, he was made a naturalized Frenchman. In 1880, he published in Paris a work treating of his researches into the tanning of leather.
Amedèe Bollèe
In April, 1873, Amedèe Bollèe, of Le Mans, France, the noted French engineer, filed a patent for a steam road vehicle and two years later he built the steam stage that he named Obeissante. Toward the end of that year this stage was run in and about Paris, where it created something of a sensation. It was even chronicled in the songs of the day and was made a topic of amusement at the variety theatres. This steam omnibus made twenty-eight kilometers in an hour. It is claimed to have been the first creation of the man to whose family much credit is due for the modern French automobile.
Between 1873 and 1875, Bollèe made several carriages. In 1876, he worked with Dalifol and made a tram-car that would carry fifty passengers. This vehicle was put into the steam omnibus service in Rouen. Two years later he made another steam omnibus that he called La Mancelle. This vehicle, in June of that year, was run from Paris to Vienna and developed a speed on level roads of twenty-two miles an hour. In Vienna this vehicle was the subject of much talk and was largely caricatured.
In 1880, Bollèe built another omnibus, La Nouvelle. This vehicle was entered in the Paris-Bordeaux competition in 1895, and was the only steam carriage that covered the course in that race. Bollèe has been a conspicuous exponent of the steam carriage in France from the time he commenced as far back as 1873. The vehicles that he has built were in many instances pioneers in their class, and have been exceedingly serviceable and successful. They have made the name of Bollèe notable.
George B. Selden
Born in the fifties, George B. Selden came of a family of jurists, whose ancestors were early Connecticut settlers. Among them were several eminent scientific men. His father, Henry Rogers Selden, was born in Lyme, Conn., October 14, 1805, and died in Rochester, N. Y., September 18, 1885; was Judge of the Supreme Court of the State of New York, and is still remembered by men of that generation as one of the most accomplished lawyers and jurists who occupied that bench in the last century.
George B. Selden attended Yale University, and while equipping himself for his legal career, following in the footsteps of his father, indulged his natural predilection for scientific work. While practicing law in Rochester, N. Y., he devoted much time to the problem of self-propelled vehicles on common roads, in which, as early as the sixties, he was then interested. The study of this art led to a very full analysis of the possibilities of different means of propulsion, with, as a result, the conclusion that the light, liquid hydro-carbon concussion engine must eventually fill the exacting requirements of road vehicles. His further experimenting that was carried on during the seventies, and the actual constructing, so convinced him in his deductions that the record is found in the United States Patent Office of his filing an application for patent in May, 1879, with a Patent Office model of his gasoline vehicle. For more details, reference must be made to his patent, No. 549160, subsequently issued in November, 1895. Thereafter in a general report treating of important and leading inventions in various fields this was referred to by the Commissioner of Patents as the pioneer patent in its class.
Of Selden’s voluminous and persistent work and his many engines and models more detailed information cannot be here given. His fundamental patent at present is involved in extensive litigation, although it is recognized by manufacturers of gasoline vehicles who, to-day, are producing from eighty to ninety per cent of the output of the United States. Of his work along the lines of improvements in details of his main invention, the gasoline automobile per se, and kindred matters all of which have or will have a great bearing upon automobile construction and operation, it is not at this time possible to dwell at length.
Selden is known as an exceedingly able attorney in his specialty, while his active connection with the extensive reaper and binder litigation, in all of which he appeared prominently, established for him an enviable reputation. Those who have had the privilege of a closer personal acquaintance know of his great fund of scientific knowledge in various arts, as well as his most interesting accumulations of data as a result of his personal researches.
Selden is a patentee in other fields beside that of the gasoline automobile and his achievements have been numerous and of exceeding importance. He is also a chemist of more than ordinary ability and has applied himself as a close student to this line of scientific investigation. As a result he has made notable discoveries that, although not yet given to the world, will, it is confidently believed by those acquainted with them, prove to be of the greatest scientific value.
Siegfried Marcus
Marcus was an ingenious mechanic. In early life he made dental instruments and apparatus for a magician in Vienna. For his construction of a thermopile he received a prize and to his further credit as an inventor are placed an arc lamp, Rhumkoff coil carbureter, a high candle-power petroleum lamp, magneto-electro machines, a microphone and various other things in many branches of science.
It is claimed that about the middle seventies of the last century he carried on experiments with a gas engine that had a spring-connected piston rod. He mounted this vertically on an ordinary horse vehicle and connected it directly with a cranked rear axle, carrying two flywheels in place of the regular road wheels. He is said to have made trials of this vehicle at night in Vienna. If this was so he was apparently trying to keep his plan secret and succeeded very well. Aside from general references nothing of importance revealed itself concerning this vehicle and Marcus’ experiments with it, until very recently when interest in the historic development of the automobile has stimulated anew investigation into the endeavors of the early inventors.
In 1882 the motor work of Marcus was principally preparatory to his new engine construction. It included experimenting with an Otto engine run with petroleum and a vaporizer and electric ignition with magneto. In 1883 he constructed a closed or two-cycled motor and thereafter had engines made in Budapest and elsewhere. One of these motors he put on wheels, but this was abandoned for other ideas that came from his fertile mind.
Carl Benz
Born, November 26, 1844, at Karlsruhe, Baden, Germany.
The early education of Carl Benz was acquired at the Lyceum until his seventeenth year and then at the Technical High School of his native city for four more years. This was followed by three years of practical work in the shops of the Karlsruhe Machine Works. When he was twenty-eight years of age, in 1872, after further experience in Mannheim, Pforzheim and Vienna, he opened workshops of his own in Mannheim.
In 1880 he began to commercialize a two-cycle stationary engine. In 1883 he organized his business as Benz & Co., and produced his first vehicle in 1884. In the beginning of 1885 his three-wheeled vehicle ran through the streets of Mannheim, Germany, attracting much attention with its noisy exhaust. This was the subject of his patent dated January 29, 1886, claimed by him to be the first German patent on a light oil motor vehicle. This embodied a horizontal flywheel belt transmission through a differential and two chains to the wheels; but it is noteworthy primarily as having embodied a four-cycle, water jacketed, three-quarter horse-power engine, with electric ignition.
In 1888, the Benz Company exhibited their vehicles at the Munich Exposition, where they attracted wide attention. This was followed by the exhibition at the Paris show in 1889, by the engineer Roger, of another vehicle made under license that Roger had acquired from Benz and constructed by Panhard and Levassor.
While in 1899 the firm was converted into a stock company of three million marks capital, and then employed three hundred men, Carl Benz remained the leading spirit of the concern, technically, while the commercial work came under the direction of Julius Ganz. The able co-operation of these two has established the world-famous automobile enterprise looked upon by many as the pioneer producing works of its kind in Germany. Of late years motor boats have also been made by them, but their automobiles and those of their affiliated companies or licensees in other countries still stand in the first rank.
Gottlieb Daimler
Born at Schorndorf, Wurtemburg, March 17, 1834. Died at Cannstadt, near Stuttgart, March 6, 1899.
After receiving a technical and scientific training at the Polytechnic School at Stuttgart, 1852-59, Daimler spent two years, 1861-63, as an engineer in the Karlsruhe Machine Works, becoming foreman there. In 1872 he entered the Gas Engine Works at Deutz, near Cologne, and became director of that establishment. Within ten years that shop, better known as the Otto Engine Works, grew from a small place into a large, well-organized and famous establishment. In 1882 he removed to Cannstadt to give his entire attention to the light-weight internal-combustion auto motor, with which his career was so completely identified, and the successful application of which earned for him the title, “the father of the automobile,” in Germany, though that is, in fact, contested by those familiar with the work of Benz.
Instead of using the uncertain-acting flame with the inconvenient speed limitations, Daimler invented and introduced in 1883 the so-called hot-tube ignition. This consisted of a metal or porcelain tube attached to the compression space of the cylinder in such a manner that the interior of the tube was in continual communication with the compression space. A gas flame, continually burning under the tube, maintained it at a glowing red heat, so that the mixed charge of air and gas, when compressed into the tube, became fully and effectively ignited. Experience showed that by a proper regulation of the temperature of the hot tube the ignition could be made to take place at any desired point in the compression, and thus the complicated, slow and uncertain slide flame ignition was replaced by a simple device, without moving parts, altogether satisfactory and reliable. The especial feature of the hot-tube ignition, however, was soon found to be the increased speed which it permitted. By its use the rotative speed could be increased eight to ten times over the older motor, and hence the weight could be reduced in nearly the same proportion.
This fact at once showed Daimler that the application of the internal-combustion motor to mechanically propelled vehicles had become a possibility, and that, with the use of hydro-carbon vapor as fuel, and the high-speed hot-tube motor, the petroleum automobile might become a practical possibility. He therefore severed his connection with the Otto Engine Works at Deutz, and returning to Cannstadt, near Stuttgart, his early home, he devoted his entire time and attention to the design of a light petroleum motor and motor vehicle. The result was the production, in 1885, of a motor-bicycle, in which the motor was placed directly under the seat, between the legs of the rider. The petroleum was drawn from a tank, the supply being regulated by the valve. The motor was first set in motion by lighting a lamp and turning the crank a few times, the discharge passing through the chamber into an exhaust-pipe. After the motor had been fully started, the vehicle was set in motion by moving a lever, which drew a tightening pulley against the belt, and so caused the power to be transmitted from the shaft pulley to the wheel pulley. Changes of speed were attained by using pulleys of different sizes, similar to the cone pulleys on a lathe. This machine was put into successful action at Cannstadt on November 10, 1885.
An interesting feature in connection with the Daimler motor is the arrangement of the cooling-water circulation for the cylinder jacket. The water is contained in a tank, from which it is circulated in the cylinder jacket by means of a small rotary pump. From the jacket it passes to the cooler. This consists of a system of several hundred small tubes over which a blast of air is driven by a fan operated from the motor shaft. Since the speed of the fan increases with the speed of the motor, the cooling is proportional to the production of heat in the cylinder.
In addition to gas, which is applicable for stationary motors only, the fuel may be benzine of a specific gravity of sixty-eight or seventy one-hundredths, or ordinary lamp petroleum. The consumption varies according to the size of the motor, ranging from thirty-six to forty-five one-hundredths kilograms per horse-power hour for vehicles, or somewhat less for boats. He adapted these light motors to vehicles of many styles, and his persistent work in this connection has made the world-wide reputation of the Daimler Motoren Gesellschaft, now flourishing at Cannstadt, Germany.
In 1888-89 the French interest in the light motors led to their adoption by Panhard and Levassor. The type then developed and known as Phenix motors, were soon copied in part at least by many other French makers, resulting in a modified form there known as the Pygmée. Work at Cannstadt progressed steadily, however, and many pleasure vehicles were made as well as small boats.
The able assistance of William Maybach brought further credit to the company, particularly in view of the aspirating carbureter which, with such details as clutch and transmission mechanism, helped to perfect the Cannstadt automobiles. In the latter nineties the prominence of the Daimler Works as vehicle makers, distinguished from motor makers, again began to be noticed and soon their now famous Mercedes cars appeared. In recent years these machines have made remarkable records in races and all other branches of the sport. With a magnificent refinement of details in construction they are to-day looked upon as the pleasure vehicles par excellence.
They have had a large vogue in all parts of Europe and are accepted there as among the most satisfactory vehicles in their class that are now made. Many of them have been brought to the United States, where they have been and still are in great demand.
Levassor
Born at Marolles, in Hurepoix (Seine and Oise), January 21, 1843. Died, April 14, 1897.
Levassor was graduated from the Central School of Arts and Manufactures, Paris, in 1864. He was employed as an engineer at the Cockerill Works at Seriang, Belgium, and also with Durenne at Courbevoie, near Paris. In 1872 he entered the firm of Perrin & Panhard, the name of the concern being changed to Perrin, Panhard & Co. Upon the death of M. Perrin, he became the junior partner and the name of Panhard & Levassor was adopted. When Levassor died in 1897, the corporation of Panhard & Levassor was formed.
Levassor made many improvements in the machinery and output of Panhard & Levassor. Especially he perfected machines for wood-working and made important changes in the processes used for the cold cutting of hard metals. On the first appearance of gas motors he undertook their construction in France. It was in the establishment of Panhard & Levassor that the first motors were constructed under the system of Otto and Langen with atmospheric pressure, then the four-cycle engine of Otto and finally the two-cycle system of Benz and Ravell.
In 1886, when the Daimler petroleum motor appeared, he recognized the great part that it would play in practical application to the propulsion of vehicles and boats. He acquired the right to use it in France, and in 1887 exhibited, in Paris, a boat thus propelled. After several years he put forth the first automobile vehicle with motor in front.
Leon Serpollet
Serpollet is noted in France to-day as the champion of the steam automobile. In 1887, he appeared in Paris with his three-wheeler, two rear drive and one front steering wheel. With its light and safe generator his machine attracted much attention, but its use in the streets of the capital was temporarily prohibited, until the granting to him in 1891 of the first unrestricted license for such use resulted from his initiation of the prefect of police by driving that important personage in the steamer.
His generator, known as the “flash boiler,” has been developed to a high state of perfection. The tubes of his boiler were heavy, flattened tubing, strengthened in that form by being transversally bent or grooved. He was helped doubtless to no small extent, in his work, by his association, about 1897, with a wealthy American, F. L. Gardner, who made possible the development of the large Gardner-Serpollet establishment in the Rue Stendhal, Paris.
While Serpollet has achieved a brilliant and well-deserved reputation in his native land, he is also recognized in other countries as one of the greatest living promoters of the steam branch of the automobile industry. His adherence to steam as the motive power in self-propelled road vehicles has been unremitting and energetic. Few men have done more than he to improve carriages in this class.
In 1900, Serpollet was made a Chevalier of the Legion of Honor. His sales to that date of five machines for the Shah of Persia and landaulets for the Maharajah of Mysore and other notables had given him much prominence at that time.
Louis and Marcel Renault
Born in Boulogne, France, the Renault Brothers, with general technical education, perseverance and ability, entered the field of automobile manufacturing only some six years ago, although they earlier gave to the subject much attention and study.
Having appreciated through personal experience the shortcomings of the gasoline tricycle, Louis Renault in October, 1898, manufactured, in his private shop, a small two-passenger vehicle, with a one and three-quarters horse-power motor, which eliminated the pedalling for starting, but was otherwise small and light as a tricycle. In January, 1899, he brought out a small four-wheeler with one and three-quarters horse-power motor in front, three speeds and chainless, or as now called propeller drive. The demand was immediate and large and resulted in the establishment of the works of Renault Frères, who began to make the first lot of these small vehicles in March of the same year. These won prizes in the Paris-Trouville, the Ostende and the Rambouillet runs, and one completed a three thousand six hundred kilometer tour through different parts of Europe and over the Alps.
The new model of 1900 had a three and one-half horse-power motor and thermo-syphon cooling system. Many honors were won with these, and notably that of Louis Renault’s most successful use of one in the grand army maneuvers. But the output of three hundred and fifty showed the necessity for larger works. With the increased facilities of 1901, the product was doubled and the model increased to four and one-half horse-power, while eight and nine horse-power were winners in the Paris-Bordeaux and Paris-Berlin races.
In 1902 came another addition to the Billancourt works of Cloise to four thousand square meters area, and the Renault Brothers then changed their models to voiture légère, six to eight horse-power, steel tube frame and wood wheels—a full-fledged vehicle. They succeeded in the Circuit du Nord, organized by the Minister of Agriculture, for alcohol-motored vehicles. Then came the triumph of their twenty horse-power four-cylinder type in the great Paris-Vienna race, where it was pitted against forty and even seventy horse-power vehicles. The result was a great impetus commercially, and new shops accommodating a thousand workmen and covering thirteen thousand square meters, which produced one thousand four hundred vehicles in the following year.
Both brothers, who had always been at the wheel of their own cars in the years of racing, entered the memorable “race-of-death,” Paris-Madrid, in May, 1903. Louis arrived first at Bordeaux, but his unfortunate brother Marcel, while close to victory, was killed with the overturning of his machine only a few kilometers from the goal. In memory of Marcel Renault a simple monument was unveiled at Billancourt May 26, 1904, on ground contributed by the municipal council; a bronze plate on one side of this perpetuates his triumphant entry into Vienna, showing his arrival at the finish.
Louis Renault, since continuing the business, has now produced larger machines, including the sixty to ninety horse-power made for the Vanderbilt race in America, October, 1904.