Part 2 (1/2)
The two pistons were first pinned together into a single unit which was probably ringless, since it is believed the walls of the outer piston were too thin to ader struck the exhaust valve, a short rod had to be screwed into the pistonhead; this pushed the valve shut at the co proble of the exhaust valve, was solved by screwing a device to the side of the cylinder which operated fro rod This device shi+fted a small spacer between the piston and the striker ar the piston to push open the exhaust valve On alternating strokes the spacer shi+fted back out of the cylinder; therefore, no contact was made between piston and striker arine was successfully started
At last the transmission could be tested Will Russell had co to a stateht of the engine and behind the rear axle, reached forward and with the co position The carriage started forward, but as it approached the wall of the building Frank discovered that he could not get the belt back into the neutral position In desperation, he grasped the rear axle with both hands and was dragged a short distance, atte to stop the machine, before it struck the wall He had, however, sufficiently retarded it so that no dae was done
This short trial demonstrated some of the weaknesses in the friction transmission Since the speed of the surface of the flywheel, in feet per second, increased in proportion to the distance of the point of contact froe of the belt attee This conflict of forces not only put an undue load on the reat loss of power, but it also created a tendency for the belt to work towards the outer edge of the flywheel Conversely, when the operator desired to return the belt to neutral, it strongly resisted any efforts to slide it toward the center of the wheel, as Frank had learned fro incident
Furthermore, the rubber belt on the friction drum had worn so badly that it had to be replaced at least once during the brief experiments
[Illustration: FIGURE 18--IGNITION CHAMBER, switch, and breaker contacts of the present Duryea engine]
At this point, Frank and Markha but satisfactory While they were trying to decide what steps should be taken next, Frank added one last i that the uncooled cylinder e from the excessive heat, he constructed a copper water jacket in two halves, drew thes and soldered the sea sealed the end joints where the jacket contacted the cylinder
Thinking back, Frank does not recall that he ever used a water tank with this engine, though he does reine was run only for a few brief periods following this addition
Obviously this collection of patchwork could not fulfill their needs for an engine First, it would be next to iear, as the flywheel then would be practically inaccessible The absence of rings on the piston caused a further loss of power to the already overloaded engine The flywheel was too light The absence of any forine speed Ignition was poor, partly owing to the hot-tube arrangeine and the carburetor Frank wrote his brother Charles on February 6[17] that in his opinion the asoline could not be drawn into the cylinder as liquid, and it was too cold to vaporize and go in as gas Thus he had difficulty in getting the engine started When it did start the explosions were unmuffled Less important to hihtly wooden engine mount
Description of the Automobile
Sometime in the early part of March, Frank convinced Markha only previously tried ine, he took thean work on the patterns for the new engine castings After the patterns had been delivered to the foundry, Frank left Springfield for a short vacation in Groton, Connecticut, where he visited with his fiancee On May 17, 1893, several weeks after his return to Springfield, they were s were undoubtedly received froe, and the work of h the spring and sue in the Museuy, is cased with a water jacket, and has bases on top to support the front and rear bearings of the starting crankshaft, and a base with port on the upper right side where the exhaust-valve housing was to be bolted On the underside are two flanges, forine on the axle A separate combustion chamber is cast and bolted to the head Inside this chanition system The fixed part, an insulated electrode, is screwed into the right side of the chanition switch outside, to which one of the ignition wires is attached A breaker arh the top of the cha (originally a spiral spring, according to the letter of Charles Duryea shown in fig
17), anchored below to a thin brass finger extending toward the right side of the car, and above to a nut screwed tightly onto the shaft This nut is also the ter keeps the breaker arm and the electrode in constant contact until the push rod on the end of the piston strikes the ar contact then produces the ignition spark Since the mechanism would spark at the end of both the exhaust and compression strokes, the battery current is conserved by a contact strip, on the underside of the larger exhaust-valve gear, by reater part of the cycle
On the left side of the co the tiny intake valve A co seats this valve in order that the suction created by the piston can easily pull it open Cla the choke and carrying the carburetor on its forward side The choke consists of two discs which block the pipe, each with four holes at the edges and one in the center Turning one disc by means of a small handle outside, so that the four outer holes cannot coincide with those in the other disc, decreases the flow of air and causes all air to rush through the center hole, where the tiny carburetor tube passes through The present carburetor was transferred over froine on the carriage he noticed the close proximity of the intake pipe to the open end of the ine, he attached a long sheet-metal tube to the intake pipe so that fresh air would be drawn in fro to the right side of the engine brings the exhaust-valve asse bolted over the exhaust port in the side of the cylinder, and fro a pipe leads to the muffler underneath The valve is pushed open by a rod connected to a crank which is pinned to the lower end of a shaft carrying an iron gear on top This gear is in ear, keyed to the upper end of the crankshaft, with half the nu of the exhaust valve on every other revolution
The crankshaft of the first engine was retained for the new engine, thus giving the two engines the sahtly to 4-3/8 inches With this larger bore and with the engine speed increased to 500 rpine at 4 hp[19]
A heavier flywheel, with a governor resting in the upper recess, was pressed onto the crankshaft As the operator of the vehicle had no control over the carburetor once he cliovernor was necessary to ine speed Its function was to move a slide on the exhaust-valve unit to prevent the valve froine, with the suction broken, could not draw a charge on the next revolution During the recent restoration of this carriage it was found that while overnor parts areA description of them must therefore be based on the recollections of Frank Duryea, along with certain evidences seen on the engine
[Illustration: FIGURE 19--UNDER SIDE of exhaust valve ive spark only on every other revolution]
Just on top of the flywheel, and surrounding the crankshaft, rest two rings, 3-7/8 inches in dias are cut a series of small inclined planes, appertinent to each other On the outer circuh a pair of lugsto rotate with the flywheel, yet per is allowed to turn slightly when, by overnor push against thele 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 ar, the other angle presses inward against the connecting linkof 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 bracketthe exhaust valve stop, causes the other end of the ar the slide doith it In thisthe intake of the next charge, and therefore the engine misses one or more explosions until it slows to its norine 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 thethe removable handcrank to the squared end of the hollow shaft and turning the crank clockwise, will advance the forward section of shaft through the ears now engaged the engine ins, 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
[Illustration: FIGURE 20--PISTON AND CONNECTING ROD of second engine
Screw on rod is where oil is poured into connecting rod to lubricate wrist pin and crankshaft]