Year: 1895

page_text: Date of Application, 10th Dec., 1895
Complete Specification Left, 18th Aug., 1896-Accepted, 10th Dec., 1896
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 to be as
follows:-
The body of the vehicle which forms the subject of the present invention is
constructed of weldless cold drawn steel tubes; this body consists of two frames:
the lower frame, in which two horizontal tubes form the longitudinal members, and
the upper one, in which the longitudinal members are formed by two horizontal
tubes which are placed symmetrically and are parallel to only further apart than
the former.
The longitudinal members of the lower frame are connected in front by a
transverse member having in the middle the pivot of the front axle and at the
back by a transverse member in the middle and at the ends of which are placed
lower brackets carrying the ball bearings of the driving axle.
The longitudinal members of the upper frame are also connected in front by
a transverse member and at the back by another transverse member carrying lugs
for the brake bands and a central bracket for the central ball bearing of the
driving axle the end brackets carrying the end ball bearings being attached to the
corresponding upper longitudinal member.
The lower and upper frames, formed in this way are connected besides in front
and at the back by means of uprights.
On the upper frame is fixed the framing of the main seat of the vehicle, this
seat framing is formed by a combination of two symmetrical sides, formed
respectively by suitable tubes. These sides giving the desired profile are fixed to
each corresponding longitudinal member of the upper frame by brackets to the
transverse member at the back of upper frame by sockets of the uprights and to the
transverse members in front of the upper and lower frames by sockets and tubes.
The two sides of the seat, constructed in this way, are connected by transverse
tubes, the first three at the same time supporting the spring cushions and the
cushions for the back.
In front of the main seat there is a folding seat which serves as a small seat or as
a boot for luggage, capable of supporting a certain weight; this folding seat like
the rest of the body of the vehicle of which it forms a part is made of articulated
steel tubes.
The upper parts are articulated to the back and to a hollow shaft which joins
them to the uprights; the lower parts are also suitably joined to the uprights. The
whole is supported rigidly in place by the uprights which are movable on a
transverse member and fixed at the bottom ends to tubes of the upper framing by
two cotters placed transversely in sockets; by taking out these cotters and making
the whole move about the joints a strong boot for luggage is formed the surface of
which is increased by projecting part of the water tank fixed in front of the
vehicle.
Under the main seat is fixed the tank containing petroleum for the motor and
which is supplied through a pipe.

page_text: The motor which is applied to the improved motor-vehicle is of the four-cycle
type; the two cylinders are fixed to a cylindrical casing closed by two covers, the
bosses of which carry the bearings for the shafts of the crank discs forming the
fly wheels and on which act the pistons by means of connecting rods. At the back,
the cylinders are connected with the explosion chambers on the top of which are
the valve-chests, the valve chests and the explosion chambers have a jacket for
circulation of cooling water from the water tank in front; this water is distributed
by a lower pipe and after having completed its course and fulfilled its purpose,
returns to the same tank through another pipe in order to get cool and to descend
again.
At the bottom of each chamber there are corresponding ignition tubes heated by
burners contained in a casing and fed through a pipe fixed to the bottom of the
petroleum tank.
The whole motor thus constructed rests on the lower frame of the body of the
vehicle and is attached to it by means of feet placed under the explosion chambers
and the bosses of the covers of the cylindrical casing.
The lubricating of the motor is effected through the top of the cylindrical casing
the oil falling drop by drop onto the crank pin being dispersed and projected inside
the cylinders of the motor by the said pin and by the crank discs.
The connecting rods are attached to the crank pin which joins the two crank
discs the shafts of which carry at their outer ends toothed pinions.; one of these
shafts carries besides a ratchet gear and a chain gear wheel worked through bevel
pinions by a crank handle at the back of the vehicle for starting the motor; one
cover of the cylindrical casing has on its outside a pin upon which rotates a
wheel driven by the pinion on the shaft passing through that end of the cylindrical
casing the diameter of the wheel being double that of the pinion; on the boss of
this wheel are keyed at an angle of 180° apart two distributing cams of suitable
shape acting respectively on the ends of articulated levers which in their tarn act
on other levers working the exhaust valves which in consequence work alternatively
at desired intervals.
The admission valves work automatically in consequence of the sucking produced
by the pistous.
An exhaust pipe corresponds to each exhaust valve box conducting the burnt
gases to a lower reservoir which serves to deaden the uoise of the exhaust; this
reservoir is divided into two parts filled with forge-scales and separated from each
other by a wall in which there are holes of a bigger diameter than those made in
the bottom plate of the said reservoir for letting the gases escape into the
atmosphere.
In connection with the admission valves is arranged a vaporising carburator;
this carburator is fixed by a bottom flange on the admission valve box and
communicates with the same chamber by means of a pipe: this carburator is
supplied directly with petroleum contained in a tank and conducted through a pipe
to the admission branch.
A spring valve working in a chamber of the carburator near the admission
branch regulates the admission of the petroleum and works through the influence
of the sucking caused by the pistons; this sucking is produced through the lower
opening which is continued by a pipe closed at the top and perforated in order to
let the inflammable vapours pass through which are brought mixed into an
annular chamber after having traversed a metallic sieve and between two ribbed
cylindro-conical surfaces, between which they were conducted mixed with hot
atmospheric air admitted through the pipe communicating with the casing
containing the ignition burners. Hot air passing through this pipe is mixed in the
top chamber of the carburator with atomised petroleum introduced by the sucking
in the same chamber through the branch which is a continuation of the box of the
spring valve; carburised air entering the annular chamber after having traversed
annular space in which the hot air arrives through holes by means of which the
two latter chambers are in communication, is brought in contact and is mixed with

page_text: cold air brought to the said chamber through a branch pipe in order to form the
explosive mixture for working the motor.
The driving axle placed at the back of the vehicle and carrying an ordinary
differential movement has a special driving gear, this driving axle is supported by
and turns as has been mentioned before in ball bearings which are carried by the
upper and lower frames of the body of the vehicle; it carries two brake drums on
which act two brake bands which are operated simultaneously by the aid of a
pedal by means of a lever from a transverse oscillating shaft worked by the said
lever, and by means of short connecting levers on the said shaft, and to which are
attached the socket pieces of the brake bands, there are besides on this driving
shaft keyed symmetrically and movable longitudinally two male friction cones
acting in conjunction with corresponding female cones running loose on the driving
shaft, but not movable in the transverse direction; these female cones each have
teeth on their outer surface engaging the corresponding pinions fixed on and driven
by the crank disc shafts of the motor.
One pinion is half the size of the other and engages with the toothed annulus
upon one female cone, which is therefore bigger than the toothed annulus upon the
other female cone engaging with the other pinion; it follows from this ratio
(which can vary in different cases) that when the driving axle is in engagement
with the friction cone, corresponding to the driving gear with the smaller pinion,
the driving will be slow; whereas greater velocity will be obtained by engaging
with the other friction cone corresponding to the large pinion.
The longitudinal movement of the friction cones on the driving axle is effected
by a handle placed on the level and within reach of the conductor of the vehicle,
the said handle being operated and regulated according to three positions on a
fixed sector and produces through a rod oscillating movement of a lower lever ;
this lever by pulling a bar produces oscillation of a bell crank lever connected
with a transverse shaft which can move longitudinally in both directions and
carrying in suitable places forked levers grasping the bosses of the friction cones
in special grooves.
All the parts on the driving axle, including the three ball bearings carrying the
axle, on each side of the differential movement, are screwed on the outer tubes of
the said differential motion which tubes have for that purpose a thread cut on them
on the whole of their length, in order to allow screwing of the nuts and so fixing
the parts in the desired position.
The definite fixing of all these parts is completed at each end of the tubes by a
washer with flat places inside, fixed on these ends and pressed by a screw cap with
a collar; this arrangement allows rapid fitting and taking to pieces without the
necessity of keying or brazing.
The three positions of the handle given on the sector correspond: the middle
one to the disconnecting of the two cones that is to say stopping of the vehicle;
the end position at the back to the position of the high speed friction cone being
in gear and the low speed cone out of gear, corresponding to the vehicle going at
high speed; and the end front position corresponding to the position when the low
speed cone being in gear and the high speed cone out of gear the vehicle is
travelling at a slow speed. .
Considering their diameter the female friction cones turning always with the
driving axle serve as fly-wheels and in this way help to start the motor and to
regulate it.
Regulating of the working of the motor is effected through the spring valve
admitting the petroleum to the carburator which valve is opened more or less wide
according to the speed at which the motor should go, and which is completely shut
and secured in order to stop the motor.
This spring valve is operated by means of an indicating lever which turns round
a fixed point and which can be fixed in different positions on a fixed sector which
positions correspond each to a certain position of the spring valve for a certain speed
of the motor; by means of another arm of this lever and a rod the indicating lever

page_text: causes oscillation of a lower lever pivoting about a fixed point; the end of this last
lever near this point is bent and placed so as to act on the lower end of the rod of
the spring valve the working of which can in this way be regulated as desired.
The steering of the vehicle is operated by means of a handle bar placed at a
suitable height and within the reach of the conductor; by means of this handle
bar, is operated the steering tube supported in a fixed guide tube which also
carries collars for supporting parts of the gear for working the coupling gear on
the driving axle and for the regulating valve admitting petroleum to the
carburator; with its bottom end the steering tube works a series of levers and rods
the end of the lever at the bottom of the steering tube is connected by a ball-joint
to the first rod in order to allow the vertical movement of the front wheels
relatively to each other the lever at the other end of this rod being connected to
the spindle about which the axle of the wheel rotates horizontally, this spindle has
another lever connected by a transverse bar to a similar lever connected with the
spindle for the horizontal rotation of the axle of the other wheel.
The front wheel axles as just mentioned oscillate horizontally; for that purpose
they are fixed in vertical sockets which form the points about which they oscillate
and are mounted in these sockets by means of a screw-thread and secured by a
pin; such fitting has the advantage of allowing the axles to be placed exactly in
the plane of oscillation of their sockets and be rapidly fitted and taken to pieces.
Dated this 10th day of December 1895.
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.
1, ALFRED JULIUS BOULT forinerly of 323 High Holborn, in the County of
Middlesex, now of 111 Hatton Garden, 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 :-
The motor-vehicle which forms the object of the present invention is illustrated
in the accompanying drawing in which
Fig. 1 is a longitudinal vertical section.
Fig. 2 is a plan with part of the seat framing removed.
Figs. 3, 4 and 5 are detail views.
The body of the vehicle which forms the subject of the present invention is
constructed of weldless cold drawn steel tubes; this body consists of two frames:
the lower frame in which two horizontal tubes 10, 11 form the longitudinal
members, and the upper one, in which the longitudinal members are formed by
two horizontal tubes 12, 13, which are arranged symmetrically and are parallel to
the tubes 10, 11 only further apart than the latter.
The longitudinal members 10 and 11 are connected in front by a transverse
member 14, having in the centre a pivot 15 of the front main axle 16, and at the
back by a transverse member 17, in the centre and at the ends of which are placed
lower brackets 18, 19, 20, carrying the ball bearings 21, 22, 23 of the driving
shaft 24.
The longitudinal members 12 and 13 are also connected, in front by a transverse

page_text: member 25, and at the back by a transverse member 26, carrying brackets 27, 28,
for the brake bands 29, 30, and a central bracket 31 for the central ball bearing 21
of the driving shaft 24, the end brackets 32, 33 carrying the end ball bearings 22, 23,
being attached to the corresponding upper longitudinal member 12 and 13.
The lower and upper frames formed in this manner are further connected in
front by means of uprights 34, 35 and at the back by other uprights 36, 37.
On the upper frame is fixed the framing of the main seat of the vehicle, this
seat framing is formed by a combination of two symmetrical sides, formed
respectively by tubes 38, 39, 40, 41, 42, 43, 44. These sides giving the desired
outline frame are fixed to each corresponding longitudinal member 12, 13 by the
brackets 45, 46, to the transverse member 26 at the back of the upper frame by
sockets 47 on the uprights 42, and to the transverse members 14, 25, in front of
the upper and lower frames by sockets 50, 49, of the tubes 43, 44.
The two sides of the seat constructed in this way, are connected by transverse
tubes 51, 52, 53, 54, 55, the first four also serving as supports for the seat cushions
and the cushions for the back which will be placed, the first in the position 56 and
the second in 57.
In front of the main seat is a folding seat 58, which serves as a small seat when
in position shown in full lines on Fig. 1 and serving as a receptacle for luggage,
capable of supporting a certain weight when folded in the direction shown in the
curved dotted lines in the same figure; this folding seat like the rest of the body
of the vehicle, of which it forms a part, is made of articulated steel tubes; the
part 59 serving as the back and 60, 61 as sides, being connected to the tubes of the
back 59 and to the upright tubes 62 arranged in front.
The upper parts 60 are articulated at 63 to the back 59 and at 64 to a socket
piece which joins them to the uprights 62; the lower parts 61 are pivotted on the
uprights 62 at 64' and at 55 to the back 59. The whole is held securely in place
by pins connecting the uprights 62 with sleeves or sockets 65 secured to the
longitudinal tubes 44, by removing these pins or cotters and folding the whole in
the direction shown by the curved dotted lines in Fig. 1, the joint 64 coming into
the socket 65, and then re-inserting the cotters in order to secure joint 64 in that
position, a strong "boot" or receptacle for luggage is formed, the area of which
is increased by the projecting part of the water tank 66, arranged in front of the
vehicle.
Figure 6 and 7 shows the seat in its open and closed position.
Figure 6 shows as in Figure 1, the position of the seat when in use.
Figure 7 shows in its folded position for use as a luggage receptacle.
In order to convert the seat in Figure 6 into luggage-receptacle, Figure 7, the
uprights 62 are disconnected from the sleeves 65 by removing the pins or cotters
connecting these parts; the whole is then folded into the position shown in Figure 7
(which is possible owing to the parts being pivotted or articulated to each other)
in which position the ends 64 of the sides 60 are brought down to the sleeves 65
and connected by pins or cotters to said sleeves, in the same manner as the ends of
the uprights 62 were previously connected.
Under the main seat is fixed the tank 67 containing the petroleum for the
motor 68 and the tank being supplied with a filling pipe 67'.
The motor 68 which is shown applied to the improved motor-vehicle is of the
four-cycle type; the two cylinders 69, 70 are fixed to a cylindrical casing 71,
closed by two covers 72 and 73, (Fig. 3) the bosses of which carry the bearings for
the shafts 76, 77 of the crank disce 78, 79, forming the fly wheels and on which the
pistons act by means of connecting rods 80, 81. At the back the cylinders 69, 70
are connected with the explosion chambers 82, 83, on the top of which are
the valve chests 84, 85; these parts have a jacket for the circulation of cooling
water from the water tank 66 in front. This water is supplied by the lower
pipe 86 and, after having completed its course and fulfilled its purpose it returns
to the same tank 66 by the pipe 87 in order to become cool and to circulate again.
At the bottom of each chamber there are corresponding ignition tubes 88, 89,

page_text: heated by burners contained in a casing 90 and fed through a pipe 91 fixed to the
bottom of the petroleum tank 67.
The whole motor 68 thus constructed rests on the lower frame of the body of
the vehicle and is attached to it by means of feet 93, 94, 95, 96, (Fig. 2) placed
below the explosion chambers and the bosses 74, 75 of the covers 72, 73
(Fig. 3).
The lubricating of the motor is effected through the top of the cylindrical
casing 71, the oil falling drop by drop onto the crank pin, being dispersed and
projected inside the cylinders of the motor by the said pin and by the crank discs.
The connecting rods 80, 81 (Fig. 3) are attached to the crank pin 97 connecting
the two crank dises 78, 79, the shafts of which carry at their outer ends toothed
pinions 100, 101; the shaft 76 carries besides a ratchet gear 102 and a chain gear
wheel 103 worked by a crank handle 104 at the back of the vehicle through bevel
pinions 98, 99 for starting the motor; the cover 73 has on the same side as the
shaft 77 a pin 105 (Fig. 1 & 2) upon which rotates a wheel 106, driven by the
pinion 100, the diameter of the wheel being double that of the pinion; on the boss
of this wheel 106 are keyed at an angle of 180° apart, two distributing cams 107, 108
of suitable shape acting respectively on the ends of articulated levers 109, 110,
which in their turn act on other levers 109' 110', operating the exhaust
valves 111 112, which consequently work alternately at the desired intervals
of time.
The admission valves 113, 114 work automatically in consequence of the sucking
or vacuum produced by the pistons.
From each exhaust valve 111 and 112 an exhaust pipe 115, 116 conducts the burnt
gases to a lower reservoir 117, which serves to deaden the noise of the exhaust;
this reservoir is divided into two parts 118, 119, filled with forge scales or scrap
iron and separated from each other by a wall 120 in which there are holes of a
larger diameter than those made at 121 in the bottom plate of the said reservoir 119
for letting the gases escape into the atmosphere.
In connection with the admission valves 113, 114, is arranged a carburettor 122,
details of which are shown in Fig. 4; this carburettor is secured by a bottom
flange 123 on the admission valve box and communicates with the same chamber
by means of a pipe 124; this carburettor is supplied directly with petroleum from
the tank 67 and conducted through the pipe 125 to the admission branch 126.
A spring valve 127 working in the chamber 128 of the carburettor near the
admission branch 126, regulates the admission of petroleum and works through
the influence of the vacuum or sucking caused by the pistons; this sucking is
produced through the end 124, which continued by a pipe 129, closed at the top
and perforated at 130 in order to allow the inflammable vapours to pass through
which are brought in a mixed state into an annular chamber 131, after having
traversed a metallic sieve 132 and between two ribbed cylindro-conical
surfaces 133, 134 between which they pass after having been mixed with hot
atmospheric air admitted through the pipe 135 communicating with the casing 90,
surrounding the ignition burners. Hot air passing through this pipe 135 is mixed
in the top chamber 136 of the carburettor with atomized petroleum introduced by
the vacuum into the same chamber through the branch 137 which is a continuation
of the casing 128 of the spring valve 127; carburised air entering the annular
chamber 131, after having traversed the annular space 1311 in which the hot air
arrives through holes 1361, by which the chambers 136 and 131¹ are in communica-
tion, is brought in contact, and is mixed, with cold air brought to the said chamber
through a branch pipe 138 in order to form the explosive mixture for working the
.motor.
The driving axle 24, placed at the back of the vehicle and carrying an ordinary
differential movement 140 has a special driving gear, represented in detail in
longitudinal section in Fig. 3; this driving axle is supported by and turns as has
been before mentioned in ball bearings 21, 22, 23 which are carried by the upper
and lower frames of the body of the vehicle; it carries the brake drums 141, 142,

page_text: on which act respectively the brake bands 29, 30, which are operated simultaneously
by means of a pedal 143 (Figs. 1 & 2) and lever 144, from a transverse oscillating
shaft 144', operated by the said lever, and by means of short connecting
levers 145, 146, on the said shaft, to which are attached the socket pieces of the
brake bands 29, 30; there are besides on this driving shaft keyed symmetrically
two male friction cones 149, 150 movable longitudinally, acting in conjunction with
corresponding female cones 151, 152 running loose on the driving shaft, but not
movable in a transverse direction; these female cones each have teeth on their
outer surface, engaging the corresponding pinions 100, 101, fixed on and driven by
the crank disc shafts 76, 77 of the motor.
One pinion 100 is half the size of the pinion 101, and engages with the toothed
annulus 153, which is of greater diameter than the annulus 154 engaging with the
pinion 101; it follows from this arrangement (which can vary in different cases)
that when the driving axle is in engagement with the friction cone 149, corre-
sponding to the driving gear with the pinion 100, the driving speed will be slow,
whereas greater velocity will be obtained by engaging with the other friction
cone 150 corresponding to the large pinion 101.
The longitudinal movement of the friction cones on the driving axle is effected
by a handle 155, placed on the level and within reach of the conductor of the
vehicle, the said handle being operated and regulated in either of three positions.
on a fixed sector 156, and produces through the rod 157, an oscillating movement
of a lower lever 158; this lever 158 by pulling a bar 159 produces oscillation of a
two-armed lever 160, 161, (Figs. 1 & 2) connected with a transverse shaft 162,.
which can move longitudinally in either direction and carries forked levers which
engage with grooves in the bosses of the friction cones 149, 150.
All the parts on the driving axle, including the three ball bearings carrying the
axle on each side of the differential mechanism are secured on the outer tubes of
the said differential mechanism, which tubes have for that purpose a thread formed
on them on the whole of their length, in order to allow screwing of the uuts and
so fixing the parts in the desired positions.
The final fixing of all these parts in position is completed at each end of the
tubes by washers with flat inner sides, fixed on these ends and pressed by a screw
cap with a collar; this arrangement allows rapid fitting and taking to pieces.
without the necessity of keying or brazing.
The three positions of the handle 155 given on the sector 156 correspond
The middle one, represented in Figure 2, to the disconnecting of both cones 149, 150,
that is to say, stopping of the vehicle; the end position, towards the back, to the
position of the high speed friction cone 150 being in gear and the low speed
cone 149 being out of gear, which position is represented in Fig. 3, corresponding
to the vehicle going at high speed; and the end front position corresponding to
the position when the low speed cone 149 is in gear and the high speed cone 150
out of gear, which therefore corresponds to the vehicle travelling at a slow speed.
The friction cones 151, 152, being of considerable diameter and rotating always.
with the driving axle, serve as fly wheels and in this way help to start and regulate
the motor.
The regulation of the working of the motor is effected through the spring
valve 127 admitting the petroleum to the carburettor, which valve is opened more
or less widely according to the speed at which the motor is desired to travel, the
valve being completely closed when it is desired to stop the motor.
This valve 127 is operated by means of an indicating lever 167 (Fig. 5), which
turns round a fixed point and which can be placed in different positions on a fixed
sector 168, which positions each correspond to a certain position of the spring
valve 127 for a certain speed of the motor; by means of another lever 168' and a
rod 169, the operation of the indicating lever 167 causes oscillation of a lower
lever 1691, pivotting about a fixed point 170; the end of this last lever, near this.
point is bent and so placed as to act on the lower end of the rod 1271 of the spring
valve 127, the working of which can in this way be regulated as desired. .

page_text: The steering of the vehicle is performed by means of a handle bar 171, placed
at a suitable height and within the reach of the rider: by means of this handle
bar the steering tube 172, supported in a fixed guide tube 173 is operated, which
tube also carries collars for supporting parts of the gear for working the coupling
gear on the driving axle and for the regulating valve adınitting petroleum to the
carburettor the bottom end of the steering tube 172 operates a series of levers
and rods 173, 174, 175, the second of which 174 is connected to 173' by a ball-
joint 176 in order to allow of their movement, one relatively to the other, and the
third lever 175 is connected to the spindle, about which the journal of the road
wheel rotates horizontally this spindle has another lever 1761, connected by a
transverse bar 177, to a suitable lever 178, connected with the spindle for the
horizontal rotation of the axle of the other road wheel.
:
The journals of the front wheel axles, as previously mentioned, oscillate
horizontally in order to facilitate steering, they also oscillate together upon the
pivot 15 in order to increase the stability of the vehicle when turning and in
passing over rough or uneven ground; as it thus allows movement of the front
wheels relatively to the back 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. The construction of the carriage body entirely of steel tubing in the form of
two superposed combined frames for supporting the motor and the driving gear
arranged on the lower part whereas to the upper part is connected the tubular
framing forming the seats: the said framing comprising a main back seat and a
small front seat, under which seats are respectively arranged: in front the cooling-
water tank and at the back the oil supply tank for the motor: the front seat being
capable of being folded and thus forming a strong luggage-receptacle.
2. The mechanism for driving the driving axle, said mechanism being carried by
said axle and consisting of two friction couplings with toothed outer crowns
engaging with corresponding pinions carried by the shafts of the motor, each of
these combinations of toothed wheels giving a certain speed resulting from the rate
of transmission, said couplings being combined and operated in such a manner that
when one of them is in engagement for a certain speed, the other is out of
engagement and that when both couplings are disengaged stoppage of the vehicle
is effected.
3. The arrangement of the carburettor described and illustrated, in which liquid
petroleum is supplied directly from a reservoir placed above it, the introduction of
said petroleum being effected by means of the suction caused the driving pistons
and the operation of a valve by the same suction, which causes the petroleum to
be atomised and to be mixed in the carburettor first with hot air from the ignition
chamber and then with cold air to form the complete explosive mixture.
4. The manner of regulating the working and stopping of the motor by adjusting
the position of the valve for the admission of petroleum into the carburettor, the
said adjustment being effected by the rider of the carriage by means of a series
of levers and connecting rods, which are brought into the position corresponding
to the desired speed of the motor.
5. The arrangement for steering by the described combination of steering rod,
levers and rode, having ordinary and ball-joints, which act on the axles of the
horizontal journals of the front axle.
6. The combination and arrangement of parts constituting a complete self
propelled vehicle, substantially as described and illustrated in the drawings.
BOULT & WADE,
Agents for the Applicant.