Year: 1895

page_text: Date of Application, 6th Dec., 1895
Complete Specification Left. 14th Aug. 1896-Accepted. 26th Sept.. 1896
A communication from LA SOCIÉTÉ FRANÇAISE DES CYCLES GLADIATOr, of
42 Boulevard Boone Nouvelle, Paris, in the Republic of France.
I, ALFRED JULIUS BOULT, of 323 High Holborn, in the County of Middlesex,
Chartered Patent Agent, do hereby declare the nature of this invention to be as
follows:-
This invention relates to an improved motor quadricycle or cycle with four
wheels the framing of which resembles that of certain tandem cycles, having two
seats, one in front combined with a fixed handle bar, and another saddle at the
back, combined with a movable handle bar, mounted in front of the seat and
employed for steering the cycle, by means of connecting rods and steering levers
operating the front wheels.
The motor for driving the improved cycle is fixed between the two rear wheels;
and in order to support this motor safely and securely a special framing is arranged
bebind, which is placed, in the vertical plane, transversely and normally to the
longitudinal frame.
The upper part of this special polygonal frame consists of the combination of two
hollow. symmetrical tubes, placed symmetrically in relation to the vertical and
longitudinal axis of the machine and connected at the top by a joint, and to the
longitudinal frame by an inclined longitudinal tube one end of which tube is joined
to the back end of the upper part of the longitudinal frame, while the other
end is joined to the front end of the joint, connecting the top ends of the two
symmetrical tubes.
The bottom ends of these latter tubes terminate in joints, which carry brackets
supporting the axle of the rear wheels, and are continued downwards by two
symmetrical tubes with joints at their ends for attaching them directly to a
horizontal transverse tube and to the bottom tube of the longitudinal frame by
means of tubes forming struts.
Such a polygonal frame forms a rigid body with the longitudinal frame, being
connected with it, as has been explained, by the upper tube and the lower struts
and besides by ties placed symmetrically.
The back end of the bottom longitudinal tube of the main framing ends in a
socket to which are joined the struts of the polygonal frame previously mentioned,
this socket having a vertical lug at the top; the upper joint of the polygonal
frame has two symmetrical side lugs, which together with the lug of the lower
socket support and fix the motor in the desired position in a safe and rigid
manuer.
The lug on the lower socket has also a bracket supporting on one side the whole
gear for transmitting movement to the rear wheels and therefore relieving their
axle, on which this gear is fixed.
The transmission of movement from the motor to the rear wheels is effected in
this motor cycle by means of a small pinion, which rotates under direct influence
of the motor and with the same velocity, as it is keyed on the main shaft of the
motor. this pinion engages a toothed wheel the diameter of which is calculated so
as to turn the wheels of the machine with the desired velocity; this toothed wheel
is in one piece with a cylindrical case, containing the gear for the differential

page_text: movement, necessary for the regulating of the velocity of each rear wheel while
steering and having on the side facing the motor the parts of the gear for trans-
mitting movement to the toothed wheel by pedalling gear, corresponding to each
seat; these parts consist of a toothed wheel, which is worked by the chain of the
rear pedalling gear, and of a gear wheel on rollers, in order to be able to drive the
vehicle either by the motor or by the pedals or by both at the same time.
This toothed wheel is fixed so as to run loose on a socket formed on this side of
the cylindrical case; it is of one piece with the gear wheel to which it com-
municates its movement and which, with its rollers, runs in a circular groove formed
on the same face of the cylindrical case by a circular flange fixed on that face.
It is clear from this arrangement, that when the toothed wheel is moved by the
pinion, that is to say by the motor, the rollers of the gear wheel will remain free
in their grooves, therefore the gear wheel and its toothed driving wheel, and the
pedalling gear which acts on this wheel, will remain stationary.
If however the motor does not act, the cycle will be driven by the pedalling gear
which causes rotation of the toothed driving wheel and therefore of the gear wheel
which movement wedges the rollers in their groove and so causes the rotation of
the other toothed wheel, that is to say the movement of the cycle without the help
of the motor.
It is easy to understand that, if it is desired to join the action of the pedalling
gear to that of the motor, it is sufficient simply to work that gear whilst the motor
is working.
On the same side of the cylindrical case as the described mechanism is a brake
baud, surrounding a cylindrical projection of the case, both ends of this band are
attached to an oscillating lever, which (and through it the brake) is worked by a
combination of rods and levers the last of which has a foot plate, which can be
easily worked by the person seated on the back seat, who regulates the movement
of the cycle both in velocity and in direction.
This person has before him, the reservoir for the motive fluid and he also, as has
been explained above, works the handle bar for steering and the lever of the brake;
two fixed foot rests supported in a convenient position by the lower tube of the
longitudinal frame, allow this person to rest his feet when it is unnecessary to use
them; there are also two fixed foot rests on the steering socket for the usage of the
person sitting ou the front seat, when that person has not got to work his pedalling
gear.
To avoid the transmission to the driving gear of the shocks produced by the
continual explosions in the motor, the toothed wheel driven by the pinion on the
motor driving shaft is of special construction.
This wheel comprises an externally toothed annulus the inner side of which has
projecting radial fingers at regular intervals; this annulus is placed and fixed in a
recess made in the proper rim of the toothed wheel which recess is divided into
equal parts by fingers placed at equal intervals, like those of the annulus only made
bigger in order to be able to receive bolts for securing a flange, which makes it
possible to fix the annulus in the recess; it is fitted in such way that, the fingers in
the recess and those on the inner side of the anuulus alternate at equal distances
so that a helical spring may be placed between them which tend to move them
aside the height of the fingers is such that radial or eccentric motion of the
toothed annulus in the recess cannot occur; thus only circumferential movement of
the annulus in the recess can take place and in a forward direction, under the action
of the shocks caused by the explosions of the motor, and this movement results in
a compression of some of the springs placed there for the purpose, which in
consequence deaden and prevent the transmission of the shocks to the driving
wheels and for the moment absorb and store up the excess of motive force, produced
by these explosions, which excess however they return to the toothed wheel by
expanding again.
Those of the springs, which do not act for the above mentioned purpose, are
placed between such, as do, and act in a similar way in case of untimely explosions

page_text: in the motor, which would tend to make it rotate in the opposite direction, thus
avoiding in the same manner the transmission of the shocks to the driving
wheels.
BOULT & WADE,
Agents for the Applicant.
A communication from LA SOCIÉTÉ FRANÇAISE DES CYCLES GLADIATOR,
of 42 Boulevard Bonne Nouvelle, Paris, in the Republic of France.
I, ALFRED JULIUS BOULT, of 323 High Holborn, in the County of Middlesex,
Chartered Patent Agent, do hereby declare the nature of this invention and in
what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement:-
This invention relates particularly to an improved motor quadricycle or cycle for
four wheels.
Figure 1 is longitudinal elevation.
Figure 2 is a plan view of Figure 1.
Figure 3 is a rear elevation.
Figures 4 and 5 represent details of the mechanism.
Referring to Figures 1, 2, and 3 it will be seen that the framing of the quadri-
cycle in elevation resembles that of certain tandem cycles having two seats;
one A in front having a fixed handle bar A', and the second seat B, at the back,
having a movable handle bar B¹, mounted in front of the seat and employed for
steering the vehicle by means of connecting rods C C¹ and steering levers C2 C3
operating the front wheels.
The motor for driving the improved motor cycle is placed between the two rear
wheels; and in order to support the motor safely and securely a special framing is
arranged behind which is placed, in a vertical plane, transversely and perpendicular
to the longitudinal frame.
The upper part of this polygonal frame consists, as shown clearly on the
Figure 3, in the combination of two hollow symmetrical tubes D D¹, placed
symmetrically in relation to the vertical and longitudinal axis of the machine and
connected at the top by a joint E, and to the longitudinal frame by an inclined
longitudinal tube E¹ one end of which tube is joined to the upper back end of the
longitudinal frame, while the other end is joined to the front end of the joint E,
connecting the top ends of the tubes D D¹.
The bottom ends of the tubes D D¹ are continued by joints F F¹ which carry
brackets G G supporting the axle of the rear wheels, and continue downwards by
two symmetrical tubes H H' with joints at their ends I I¹ for attaching them
directly to a horizontal tube J and to the bottom tube J' of the longitudinal frame
by means of tubes J" J¹¹ forming struts.
It follows from this arrangement, that the joint E forms the horizontal upper
part of the vertical polygonal rear frame, the tubes D D' form its sloping
symmetrical sides the joints F F the vertical symmetrical outer sides, the
tubes H H the sloping symmetrical lower sides and the tube J the outer lower
horizontal side; in this way the vertical polygonal rear frame forms a rigid body
with the longitudinal frame, being connected with it, as has been explained, by
the upper tube E' and the lower struts J J and besides by the symmetrically
arranged ties H" H.
The back end of the bottom longitudinal tube J' ends in a socket K, to which
are joined the struts J" J and which has a vertical lug K' at the top; the upper

page_text: joint E of the polygonal rear frame has two symmetrical side lugs K, which
together with the lug K' of the socket K. support and fix the motor L consisting
of two cylinders one on either side of the driving axle in the desired position in a
very rigid and advantageous manner.
The lug K' has also a bracket K" supporting on one side the whole gear for
transmitting movement to the rear wheels and therefore relieving the axle, on
which the gear this mounted.
The transmission of movement from the motor L to the rear wheels is effected
in this motorcycle by means of a small pinion M, which is rotated directly by the
motor and with the samne velocity, it being keyed on the main shaft of the motor,
and engages a toothed wheel M', the diameter of which is calculated so, as to turn
the wheels of the machine at the desired velocity; this toothed wheel M' is in one
piece with a cylindrical case N, containing the differential gear N', required for
the regulation of the velocity of each rear wheel while steering, and having on the
side facing the motor the parts of the gear for transinitting movement to the
wheel M by the combined pedalling mechanism 001 corresponding to each
seat A B; these parts as clearly shown in Figures 4 and 5, consist of a toothed
wheel P, which is worked by the chain P¹ of the rear chain wheel O¹, and of a
gear wheel Q on clutch rollers Q', in order to be able to drive the vehicle either
by the motor or by the pedals, or by both at the same time.
The wheel P is adapted to run loose on a socket R formed on the side of the
case N; and forms part of the gear wheel Q to which it communicates its move-
ment and which, with the rollers Q' runs on a circular groove R', formed on the
same side of the case N, by a circular flange R" fixed thereto.
It is clear from this arrangement, that when the wheel M¹ is moved by the
pinion M, that is to say by the motor L, which movement is in the direction of
the arrows Figures 1 and 4, the rollers Q₁ of the gear wheel will remain free in
their grooves, therefore the gear wheel Q and its toothed wheel P and the pedalling
gear which acts on P, will remain stationary.
If on the contrary the motor does not act, the quadricycle will be driven by the
pedalling gear 001 which causes rotation of the wheel P and therefore of the
wheel Qin the direction of the arrows in Figures 1 and 4, which movement
wedges the rollers Q' in their grooves and so causes the rotation of the wheel M',
that is to say the movement of the quadricycle without the assistance of the
motor L.
It is easily understood that, if it is desired to combine the action of the pedalling
gear with that of the motor, it is sufficient simply to work the pedal gear 0 0¹
whilst the motor L is working.
On the same side of the case N as the described mechanism is a brake band S,
surrounding a cylindrical part of the casing each end of the band is attached to
an oscillating lever S', which-and through it the brake-is worked by a combination
of rods and levers T, T¹, T, U, the last of which has a foot plate V', which can
be easily worked by the person seated on the rear seat B, who controls both the
rate and steering of the vehicle.
This rider has before him, (as described in the Specification of Patent No. 20914
of 1895), a reservoir for the motive fluid and he also, as has been explained above
operates the handle bar B¹ for steering and the lever of the brake V; two fixed
foot rests V¹ supported in a convenient position by the lower tube of the longitudinal
frame, form rests for the feet when not pedalling; there are also two fixed foot
rests V on the steering socket V for the use of the front rider when he is not
working the pedals.
In the same way as in the automatic tricycle (described in the specification of
the patent before referred to) it is endeavoured in the present quadricycle to avoid
transmission to the driving gear of the shocks produced by the explosions in the
motor cylinders and my correspondents succeeded in this important task by
arranging the driving wheel M¹ in the manner clearly shown in Figures 4 and 5.
On examining these figures, it will be seen that the toothed annulus X of the

page_text: wheel M' consists of a separate ring the outer face of which is provided with
teeth while the inner surface has projecting radial fingers at regular intervals; the
annulus X being placed and fixed in a recess Y made in the rim of the wheel M²,
which recess is divided into equal parts by fingers Y' arranged at equal intervals,
like those X of the annulus X, only made larger in order to receive bolts Y" for
fastening the flange W, for securing the annulus X in the recess Y; it is fitted in
such way that, as will be seen from Figure 4, the fingers X' and Y' alternate with
each other and at equal distances so that a helical spring W₁ may be placed
between them and tend to move them apart; the height of the fingers X and Y₁
is such that radial or eccentric motion of the toothed annulus X in the recess Y
cannot occur and only circumferential movement of the annulus in the recess can
take place in a forward direction, under the action of the shocks caused by the
explosion in the motor, and this movement produces a compression of some of the
springs W which take up the shocks and prevent their transmission to the driving
wheels, and temporarily absorb and store up the excess of motive force, produced
by these explosions, which excess however they return to the wheel M' when they
expand again.
Those springs W', which do not act for the above mentioned purpose and which
are placed between those which do act in a similar way in case of premature or
untimely explosions in the motor, which would tend to cause it to rotate in the
opposite direction, and thus avoid in the same manner the transmission of the
shocks to the driving wheels..
Having now particularly described and ascertained the nature of the said inven-
tion as communicated to me by my foreign correspondents and in what manner the
same is to be performed, I declare that what I claim is :-
1. In a motor vehicle the construction of the frame having, longitudinally, the
shape of the frames of certain tandem cycles and having at the back, a vertical
polygonal frame with symmetrical lateral sides, arranged transversely and
perpendicular to the longitudinal frame, the said polygonal frame serving as the
support for the motor, and carrying the axle of the driving wheels and part of the
transmission gear for transmitting movement to said driving wheels, whereby
the fitting and arranging of the various parts as well as distribution of the load
on the wheels is advantageously obtained.
2. The combination of a double pedalling gear which is capable as described of
working independently of the motor mechanism or in combination with the latter,
such arrangement enabling the vehicle to be driven either by the motor or by the
feet or by the two combined in order to obtain an increased driving power.
3. The interposition in the gearing for transmission of movement of the motor
or of the feet or of the two combined, of an elastic wheel preventing the trans-
mission, to the axle of the driving wheels, of the shock produced by the working
explosions on the driving pistons or premature explosions (tending to make the
motor to revolve backwards) and storing up the force produced by such shock in
order to give them out gradually afterwards, to the axle of the driving wheels, and
thereby increasing the useful power of the motor.
4. The arrangement of the motor with two oppositely arranged cylinders
balanced relatively to the axle of the driving wheel to effect uniform driving
actic on the said axle and consequently a considerable diminution of shocks or
vibration produced by the said driving action.
5. The combination and arrangement of parts constituting a complete motor
vehicle substantially as and for the purpose described and illustrated in the
accompanying drawings.
Dated this 6th d
1000
BOULT & WADE,
Agents for the Applicant.