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 Leva.s.sor.
[Ill.u.s.tration: CARL BENZ]
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 t.i.tle, "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 s.p.a.ce of the cylinder in such a manner that the interior of the tube was in continual communication with the compression s.p.a.ce. 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.
[Ill.u.s.tration: GOTTLIEB DAIMLER]
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 pa.s.sing 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 pa.s.ses 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 Leva.s.sor. 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 Pygmee. Work at Cannstadt progressed steadily, however, and many pleasure vehicles were made as well as small boats.
The able a.s.sistance 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 cla.s.s that are now made.
Many of them have been brought to the United States, where they have been and still are in great demand.
LEVa.s.sOR
Born at Marolles, in Hurepoix (Seine and Oise), January 21, 1843. Died, April 14, 1897.
Leva.s.sor was graduated from the Central School of Arts and Manufactures, Paris, in 1864. He was employed as an engineer at the c.o.c.kerill 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 & Leva.s.sor was adopted. When Leva.s.sor died in 1897, the corporation of Panhard & Leva.s.sor was formed.
[Ill.u.s.tration: LEVa.s.sOR]
Leva.s.sor made many improvements in the machinery and output of Panhard & Leva.s.sor. 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 & Leva.s.sor 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 a.s.sociation, 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 cla.s.s.
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.
[Ill.u.s.tration: LEON SERPOLLET]
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-pa.s.senger 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 Freres, 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 legere, 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 munic.i.p.al 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.
[Ill.u.s.tration: MARCEL RENAULT]
NOTED INVESTIGATORS
SIMON STEVIN, THOMAS WILDGOSSE, DAVID RAMSEY, JOHANN HAUTSCH, CHRISTIAAN HUYGENS, STEPHEN FARFLEUR, FERNANDO VERBIEST, ISAAC NEWTON, VEGELIUS, ELIe RICHARD, GOTTFRIED WILHELM VON LEIBNITZ, HUMPHREY MACKWORTH, DENIS PAPIN, VAUCAUSON, ROBINSON, ERASMUS DARWIN, RICHARD LOVELL EDGEWORTH, FRANCIS MOORE, PLANTA, J. S. KESTLER, BLANCHARD, THOMAS CHARLES AUGUSTE DALLERY, JAMES WATT, ROBERT FOURNESS, GEORGE MEDHURST, ANDREW VIVIAN, DU QUET, J. H. GENEVOIS, JOHN DUMBELL, WILLIAM BRUNTON, THOMAS TINDALL, JOHN BAYNES, JULIUS GRIFFITHS, EDMUND CARTWRIGHT, T. BURTSALL, T. W. PARKER, GEORGE POc.o.c.k, SAMUEL BROWN, JAMES NEVILLE, T. S. HOLLAND, JAMES NASMYTH, F. ANDREWS, HARLAND, PECQUEUR, JAMES VINEY, CHEVALIER BORDINO, CLIVE, SUMMERS AND OGLE, GIBBS, CHARLES DANCE, JOSHUA FIELD, DIETZ, YATES, G. MILLICHAP, JAMES CALEB ANDERSON, ROBERT DAVIDSON, W. G. HEATON, F. HILL, GOODMAN, NORRGBER, J. K. FISHER, R. W. THOMPSON, ANTHONY BERNHARD, BATTIN, RICHARD DUDGEON, LOUGH AND MESSENGER, THOMAS RICKETT, DANIEL ADAMSON, STIRLING, W. O. CARRETT, RICHARD TANGYE, T. W. COWAN, CHARLES T. HAYBALL, ISAAC W. BOULTON, ARMSTRONG, PIERRE RAVEL, L. T. PYOTT, A. RICHTER, RAFFARD, CHARLES JEANTEAUD, SYLVESTER HAYWOOD ROPER, COPELAND, G. BOUTON, COUNT A. DE DION, ARMAND PEUGEOT, RADCLIFFE WARD, MORS, MAGNUS VOLK, BUTLER, LE BLANT, EMILE DELAHAYE, ROGER, GEORGES RICHARD, POCHAIN, LOUIS KRIEGER, DE DETRICH, DAVID SALOMONS, LEON BOLLeE, JOSEPH GUEDON, RENE DE KNYFF, ADOLF CLEMENT, A. DARRACQ, JAMES GORDON BENNETT.
SIMON STEVIN
Born in Bruges, Holland, in 1548. Died in 1620.
Stevin was a noted mathematician, and also experimented in the construction of wheel vehicles about 1600. He built in his workshop at The Hague a wheeled vehicle that was propelled by sails. This was simply a tray or boat of wood, which hung close to the ground. It was borne on four wooden wheels, each one of which was five feet in diameter, and the after-axle was pivoted to form a rudder. A tall mast was carried amidships, and there was a small foremast that was stayed aft. Large square sails were carried on these masts. A trial trip of this sailing ship on land was made in 1600, when the journey from Scheveningen to Petten, a distance of forty-two miles, was made in about two hours. On this occasion some twenty-two pa.s.sengers were carried. Prince Maurice of Holland steered, and among the pa.s.sengers were Grotius, and the Spanish Admiral, Mendoza, who was then a prisoner of war in Holland.
Stevin also built a smaller sail vehicle, similar to the one just described, that carried from five to eight persons. Both carriages were used a great deal, running many miles on the Dutch coast. The smaller one was to be seen at Scheveningen as late as 1802. Grotius wrote a poem on these carriages. Bishop Wilkens, in England, also wrote about them in 1648, and showed a drawing that was made from a description given to him by those who had seen the car at work. Howell, a writer of the period, thus quaintly described the Stevin carriage: "This engine, that hath wheels and sails, will hold above twenty people, and goes with the wind, being drawn or moved by nothing else, and will run, the wind being good and the sails hois"d up, about fifteen miles an hour upon the even hard sands."
THOMAS WILDGOSSE
In 1618, Thomas Wildgosse got out a patent for "newe, apte, of compendious formes or kinds of engines or instruments to ploughe grounds without horse or oxen; and to make boates for the carryage of burthens and pa.s.sengers runn upon the water as swifte in calmes, and more safe in stormes, than boats full sayled in great wynnes." It is agreed by the best authorities that these vehicles were set in motion by gear worked by the hand of a driver, although Fletcher thinks that steam engines were intended.
Additional patents were granted to Wildgosse in 1625.