GB2464302A - A quadricycle having a hydraulic or wire operated gear changing unit - Google Patents

Abstract

A quadricycle comprises gearing with a hydraulically operated gear changing unit having a lever 27 which operates two effort piston callipers 1 that are hydraulically connected to two load piston callipers 11. The load piston callipers 11 act on a pivoted shift rod 13 which, via outer cylinder 14 and clutch plate hooks 24, engage either multiple derailleur wheel 25 or single derailleur wheel 12, thereby changing a gear ratio of the gearing. Outer cylinders 14 are attached by connecting rod 18 to propulsive pedals 9 which are operated by transmission rods 4, 23 connected by a hydraulic system (46, 54, 64, fig 21) to foot pedals (53) so that as the foot pedals (53) are depressed the hydraulic system (46, 54, 64) operates and rotates the propulsive pedals 9 via the transmission rods 4, 23. A drive chain arrangement (see fig 30), which includes chains 21, 22, connects the derailleur wheels 12 and 25 to vehicle wheels (69). The gear changing unit may be operated by a wire and spool mechanism (see fig 8) instead of hydraulics and an electric motor (37, fig 4) may provide a hybrid drive. Other embodiments include a hydraulic suspension system and a hydraulic pipe adapter.

Description

Title: Gear changing mechanism for different distinct gearing systems, propulsion mechanism, pipe adapter and suspension systems.

Background:

Common vehicles which use fossil fuels either for transportation or racing tend to produce and increase green house gasses in the atmosphere with its inevitable consequences. Other pedal powered vehicles tend to involve using much pedalling effort to propel such vehicles and at relatively low speeds. Hydraulically operated vehicles tend to leak hydraulic fluid usually between the piston calliper and enclosing sleeve, which is a common problem associated with this type of mechanism.

Many designs of pedalled vehicles have their axles directly bolted to the chassis of the vehicles, which can lead to uncomfortable rides in uneven or bumpy ground surfaces.

Statement of invention:

In order to overcome some or all of these problems, the distinctly different complementary design inventions includes paired telescopic foot pedals hydraulically used to propel the vehicle with little effort; gear shift design mechanism which can alternatively connect two distinctly different derailleur wheels and their respective chain connections, each connected to the rear tyres in order to greatly vary the linear speed range between low speed derailleur gear chained wheels and much higher speed derailleur gear chained wheel than for a normal quadricycle vehicle. Also a thin stretchable leak proof material (with opened attachments around entrance of load piston sleeve (for hydraulic fluid filling and emptying) and covers whole of piston sleeve adjacent to load piston) effectively prevent hydraulic leaks during continual movements of load piston callipers and unique suspension designs which systematically buffer uncomfortable rides, making them smooth and comfortable.

Advantages: The complementary designs (listed in the above titles) will allow easy manual effort foot pedalled vehicle propulsion at low and also high linear speeds much higher than in other quadricycle. A hybrid electric motor can be incorporated to either power the quadricycle directly or through hydraulic linkage with the load piston callipers with little effort, which gives the motor a much longer electrically working time on a single charge.

The manual or hybrid propulsion systems will also help the environment by not polluting it with green house or other noxious gases. Therefore environmental climate, flora and fauna can flourish properly in their environment.

Movement of heavier loads (when compared with other quadricycle vehicle) with little effort is possible due to the hydraulic connections.

Introduction to drawings:

Because the discretely different drawings (with their related variants) are all complementary to each other in the propulsive movement and control of the quadricycle vehicle (for example), each discrete assemblage prototype drawing had been placed under different references while each reference also contain the drawing prototype and related variant(s); some with possible or plausible hybrid applications: Reference 1 shows the drawings of the gear change mechanisms, its variant design drawings, some magnified cross sections of part of the gear change mechanism (for clarity) and some of the components which make up these mechanisms.

Reference 2 shows the drawings of the telescopic foot pedal(s) in varying positions as well as variant cross sectional shape designs of the telescopic foot pedal rod stem.

Reference 3 shows the assemblage of the telescopic foot pedal, its foot effort piston calliper, hydraulic fluid and conduit, its different derailleur gear wheels arrangement (on the right side and the left side of the vehicle respectively) as well as the magnified portion of the load piston calliper, pedal transmission rod which may be distally angulated slightly upwards and the stretchable leak proof material.

Reference 4 shows a pipe hydraulic fluid adapter with fixed outer pathways (all open connected with the outer close fitting sleeve) and a variable intra-pipe slanting and horizontal pathways) used to differently connect these fixed outer pathways. Also a variant intra pipe conduit design is shown. There is also a possible application of this variant shown e.g. in connecting a hybrid propulsion system as shown in Figure 27.

Reference S shows the quadricycle vehicle (etc) skeletal layout of both the right side and left side showing the different designs of the propulsive speed systems respectively.

Reference 6 shows the technical orderly layouts of the derailleur wheel and chain gearing, transmission rods and gear change systems. Also this mechanism with the telescopic foot pedals incorporation included for easy understanding.

Reference 7 shows the technical design of a quadricycle (etc) suspension and its variant design. The shock absorber springs may be ordinary, pneumatic or other fluid operated.

Reference 1: These consist of Figure 1 to Figure 14.

Reference 2: These consist of Figure 15 to Figure 19.

Reference 3: These consist of Figure 20 to Figure 22 Reference 4: These consist of Figure 23 to Figure 27.

Reference 5: These consist of Figure 28 to Figure 31.

Reference 6: These consist of Figure 30 to Figure 31.

Reference 7: These consist of Figure 32 to Figure 34.

Reference 1: Figure 1 drawing shows mainly the different derailleur gears and respective chain connections hydraulic conduit system (for the gear change), hand operated gear handle with effort piston callipers, double load pistons callipers, hydraulically operated propulsive pedals, detent rod pins, pedals' connecting rod, its outer cylinder casing or rod, the changing mechanism gear shift rod and the support mechanism fulcrum.

Figure 2 drawing shows a mid cross section partial side view of the gear shift rod, pedal connecting rod (square portion) and the outer cylinder rod casing.

Figure 3 drawing show a hybrid variant of Figure 1 with an electric motor included, taking the place of the outer cylinder rod and a close discontinuation of the pedal connecting rod on either side due to incorporation of a ratcheted interconnection at these either sides between cylinder casing and derailleur chain connected wheels.

Figure 4 drawing shows a variant of Figure 1 with double disc plates with their centers through which the outer cylinder rod runs (and welded to) and a single load piston calliper mechanism.

Figure 5 drawing shows a variant of Figure 1 with the gear shift rod of a different design (i.e. angulated and with a single load piston calliper and leak proof material (which may or may not be required).

Figure 6 shows the magnified half side portion (similar to Figure 1) of the effort piston calliper, its hydraulic conduit, stretchable and leak proof material.

Figure 7 shows the magnified portion of the load piston calliper of the gear change mechanism with the stretchable leak proof material.

Figure 8 shows a variant of Figure 1, using spools and wires for the gear changing mechanism. The top part may be of different designs.

Figure 9 shows ratchet-like concentric rings cross section as the explanatory workings of Figure 3; the hybrid variant. The outer ring (with inner ratchet teeth) showing the pedal connecting rod while the inner ring (with the pawl pins) connects with the electric motor.

Figure 10 shows a part side view of Figure 1 with a derailleur gear wheel, its support mechanism, pedal transmission rod distal end connected to the appropriate side propulsion pedal.

Figure 11 shows a "3 dimension" version of Figure 9 (which is a side magnified portion of the hybrid variant of Figure 3).

Figure 12 shows the "dismantled" pedal connecting rod rounded portions at either end and square portion at around the middle part and the propulsion pedals attached at both ends.

Figure 13 shows the outer cylinder rod with the "clutch rods" attached to it near its peripheral edges and the "clutch hooks" attached to the "clutch rods".

Figure 14 shows Figure 12 and Figure 13 assembled for understanding, with Figure 12 placed inside the cuboidal cavity of Figure 13.

Reference 2: Figure 15 shows the telescopic pedal in the vertical position; the vertical inner stem having its top end at the top end of the "sleeve casing". Foot pedal stem connected to effort piston calliper by a horizontal rod at two pivot hinge joints.

Figure 16 shows the same pedal slanting right (i.e. toward the rider's flexed leg) with the top end of the inner vertical stem at the lower "sleeve casing" end.

Figure 1 7a shows the same pedal slanting left (i.e. in a foot pushed direction) with the top end of the inner vertical stem at the lower "sleeve casing" end. Figure 1 7b shows the lower part foot pedal front view of Figure 17a.

Figure 18 and Figure 19 shows the close fitting designs of the inner pedal stem and its outer "sleeve" variants (i.e. in "H" and "X" shaped cross sections).

Reference 3: Figure 20 shows the magnified initial portion of Figure 21 or Figure 22: the load piston calliper (for propulsion), pedal transmission rod (which might be angulated) and its connection to the "derailleur gear wheel".

Figure 21 shows Figure 20 in its full form on the right quadricycle vehicle side; its connections to the derailleur wheel, connection to other derailleur wheels by chains, detent pin, hydraulic fluid and conduit and the foot operated telescopic pedals.

Figure 22, like Figure 21, except with a chain connecting the propulsive derailleur wheel(s) to concentric multiple derailleur gear wheels in a bicycle-like fashion.

Reference 4: Figure 23 shows a hydraulic pipe adapter (with intra pipe double slanting passages and double horizontal passages running through it), very closely fitting sleeve casing with fixed outside pathways attached to outer sleeve casing, the latter having an air vent below. Pipe is in the drawn up position.

Figure 24, shows Figure 23 with pipe in the pressed down position (relative to its outer sleeve casing).

Figure 25 is a variant of Figure 23 with the pipe in the pressed down position.

Figure 26 shows Figure 25 with the pipe in the pulled up position.

Figure 27 shows a plausible application of the hydraulic pipe adapter (or its variant) with oscillating electric motor hybrid incorporation.

Reference 5: Figure 28 shows the skeletal orderly layout of the propulsion design systems (right side) on a quadricycle (or other vehicle). More detailed explanation given below.

Figure 29 shows the left side of Figure 28 with the propulsive system shown.

Reference 6: Figure 30 shows the orderly layout of the derailleur chain gearing, its pedal transmission rods and gear changing mechanism distal portions systems shown. The rear axles with the rear tyre wheels are also shown.

Figure 31 shows a fuller version of Figure 30 with the driver's or rider's (right and left) foot pedals included for understanding of the layout drawing prototype.

Reference 7: Figure 32 shows a vehicle design of a front suspension system with its suspension springs attached to the main frame vehicle chassis, and impact bar rod, circular disc bearing, screw' hinge joint attachments, anti roll steering bar rod connection, front wheel position attachment, front wheel steering rod guide attachment, steering wheel rod fulcrum, steering wheel rod bar, sliding rod suspension guide, suspension tilt limit guard, slide screw suspension mobile displacement limit guard.

Figure 33 shows a slight (rear suspension) design variant of Figure 32. It also has suspension springs, hinge screw' joint connections, suspension tilt limit guard. The main frame chassis may be of different designs.

Figure 34 shows quadricycle side view with the arrangement of both suspension designs (Figure 32 and Figure 33) incorporated into the vehicle's chassis for succinct understanding.

Detailed Descriptions:

Figure 1 shows the gear changing mechanism hydraulically operated by the gear lever handle 27. Before the gear shift rod can be shifted to effect a chosen derailleur gear wheel chain-axle connection, movement of both telescopic foot pedals is temporally stopped. After the change, then it can then be continued. Shifting the gear lever handle to the right (for example), moves the (gear changing) effort piston calliper 1 to the right, transmitting hydraulic fluid 2 pressure to the (gear changing) right load piston calliper 11, moving the gear shift rod 13 to the left. The top cap 26 of the gear shift rod is designed as shown for easy and safe movements.

The moment of movement of the gear shift rod is pivoted at 20.

Movement of the gear shift rod to the left engages the left clutch plate hooks 24 with the tear drop shaped sprocklet holes 7 on the innermost gear wheel of the left multiple derailleur wheels 25. The clutch plate rods are attached to the outer cylinder rod casing' 14. The latter have a central outer circumferential groove 17 through which lie the gear shifting rod 13, with the latter used to shifting the former. The outer cylinder pipe casing 14 has its inner central cavity square shaped in cross section (as shown in Figure 2 side cross section view) such that it can be turned by the pedal connecting rod 19 which closely fit into this cavity longitudinally. 14 can move along its longitudinal axis over 19 such that there is relative motion between them (i.e. between 14 and 19 with lubricant between them) in order that clutch hooks 5 can easily engage either multiple derailleur wheel' 25 or single derailleur wheel' 12. The outer (both) end portions of the pedal connecting rod have a circular cross section 18 (also Figure 12 diagram). Attached to both ends of 18 are the propulsive pedals 9 (i.e. both on left and right sides or ends). Both 9 may be slightly curved for better pedal rotary propulsion. The propulsive pedals 9 on either side are both each connected to the pedal transmission rods 23 on either side via a rounded fitting groove. The pedal transmission rods 23 and 4 are each attached anteriorly to its appropriate propulsive load piston calliper 64 (Figure 20) of the propulsive system (in a hydraulic press fashion) operated by the foot effort piston callipers 56 (Figure 15). When the left foot pedal 53 is depressed (as in Figure 1 7a), hydraulic fluid pressure is transmitted through 64 and via 23 to create a forward multiplied rotational torque to 9. With 25 being engaged by 24, both 18/19, 24, 25 and 14 will turn forward. Because 25 is a multiple "derailleur type gear wheel and have a bicycle like chain connected to its periphery, it drives the chain 22, which in turn turns the rear wheel 69 via posterior multiple concentric derailleur gear wheels 73 (Figure 22) either attached to the tyre 69 or rear axle. Chain 22 can be shifted from one derailleur wheel to another at both propulsion pedal and axle ends (similar to a bicycle type). Continuous alternate foot action motion of both left and right telescopic pedals, 53, engages chain 22 only to turn 73.

Similarly, shifting the gear handle 27 to the left pushes the gear change left effort piston calliper to the left, transmitting hydraulic fluid pressure to the left (gear changing load piston calliper and shifting 13 to the right.

This engages the right clutch hooks 5 with the tear drop sprocklet holes 7 of the right large derailleur wheel 12, while the left clutch hooks simultaneously disengages from the left multiple derailleur gear wheels 25. Pressure transmitted through the propulsive hydraulic fluid (from left propulsion load piston calliper) via 4 will turn 9. This makes 5/10, 12, 18/19 and 14 to turn forward (while 25 does not turn). Since the chain 21 runs around the periphery of 12 as well as the periphery of 65 (Figure 21), torque force on chain 21 will turn 65 and 66 (since 65 and 66 are concentrically welded' together as a single multiple derailleur gear' wheel). A bicycle-like chain 67 connects the periphery of 66 with that of 68. Wheel 68 is either connected directly to the rear axle or to 69, making the vehicle to move forward as can be seen in Figure 21 (right side), derailleur wheel' 65 is much smaller than derailleur wheel' 12 and derailleur wheel' 66 is much larger than derailleur wheel' 68 the latter being directly connected to the rear axle. Because wheel 12 is connected directly to wheel 65 by a chain 21, wheel 65 turns much faster than wheel 12 (by a factor ratio of both diameters). Since derailleur' wheel 66 is directly and concentrically connected to derailleur' wheel 65, it turns at the same revolution rate as derailleur' wheel 65. With derailleur' wheel 66 much larger than derailleur' wheel 68 and connected with its periphery by chain 67, it turns much faster than derailleur' wheel 66 (by a ratio of their diameters). Derailleur' wheel 68 turns 69 (the vehicle tyre). With 26 (or 13) in the neutral position', derailleur wheel' 25 and derailleur wheel' 12 are not engaged by the clutch hook 5 and hence, when 18/19 is alternately turned by 4/23 via 9, they remain stationary (i.e. the pedal connecting rod 18/19 can rotate freely through the centers of derailleur wheels 25 and 12 without affecting the rotation of 25 and 12, when the gear shift rod 13/26 is in the neutral position'). Both derailleur wheels' 12 and 25 have detent pins 28 so placed (Figure 10) in order to ensure only a forward rotation of whichever derailleur wheel' is engaged (as both 25 and 12 cannot be simultaneously engaged but each at a time).

A bicycle-like derailleur arm changing mechanism 83 (Figure 30) is placed between multiple derailleur' wheel 25 and multiple derailleur' wheel 73 and this derailleur arm (operated by a cable similar to that of a bicycle's) help move chain 22 from one concentric wheel periphery of 73 and 25 to another simultaneously.

Close observation of Figure 21 or Figure 22 shows the surface area of the (telescopic) foot pedal effort piston calliper 46 being significantly smaller than the surface area of its load piston calliper 64. The ratio of these areas determine the magnified output force via the hydraulic fluid, converting this large output force to torque which is required for the rotation (via chains 21 and 67 respectively) of either 65/66, 6 8/69 (on right side) or 73/69 (on the left side via chain 22). However the foot pedal might need to be pedalled a significant effort distance in order for an appreciable movement of distance 64. This is why the telescopic design of the foot pedals help to solve this problem (as seen in the forward and backward movements of Figure 15, Figure 16 and Figure 17.

Figure 3, Figure 4, Figure 5 and Figure 6 are design variants of Figure 1.

Figure 3 is a hybrid variant of Figure 1; can be manual pedalled or motor propelled. A powerful electric motor 37 replaces the outer cylinder pipe casing 14 and have the clutch rods 10 and clutch hooks 5 attached to its electrically operated rotating periphery 37. Like the outer cylinder rod, it also has a centrally outer peripheral groove 17 in which the gear shift rod 13 runs through (on the outside). With 12/26 in the neutral position' the motor can be operated to rotate forward (together with the clutch rods 10 and clutch hooks attached 5) while the propulsive (right and left) pedals 9 are stationary. This is achieved by the way in which the central square cross section (or cuboidal shaped) portion of the pedal connecting rod 18 connects to its neighbour 18 in a ratchet design fashion (as seen in Figure 9 and Figure 11). In Figure 9 cross section, the inner rounded side portion of the pedal connecting rod 18 is directly connected to the electric motor which turns it in the rotational direction shown (for example). Attached to the surface edges of the smaller' circular portion 18 are pawl pins', 41, which only makes 18 move in direction shown (i.e. counter clockwise in this diagram). The inner larger circular peripheral diameter of 18 has saw-like teeth which engage the pawl pins. When this large circular portion of 18 is manually propelled rotationally via the pedal transmission rods 23 and 9, (in the direction shown; Figure 9, the smaller circular portion of 18 (with the pawl pins) also turns in the same direction (because the spring loaded pawl pins engages with the inner circular teeth of the larger 18 pedal connecting rod), whereas the smaller circular 18 can only turn (by the electric motor) on its own without the larger 18 turning. The diagram of Figure 11 show a more understanding three dimensional' view of this system. The zigzag peripheral lines, 36, (on either side on 18) as in Figure 3, represent the interface'. Shifting the gear lever handle 27 to the right or left moves the gear change rod 13 to the left or right respectively which moves the electric motor to the left or right and engaging the derailleur wheels' 25 or 12 respectively (same explanation as in Figure i)* Figure 4 (similar to Figure 3) is also a hybrid variant except that there is only one (gear changing) load piston calliper 38 (instead of two as in Figure 1). Attached concentrically to (either the outer cylinder casing or) the electric motor rotational periphery 37 are two disc plates 38" with large enough diameters such that their radii tower above 38 on both sides (as shown in Figure 4). Moving the gear lever handle 27 to the right shifts 38 to the left and the electric motor to the left, engaging 24 to 25 With 25 engaged, manual rotation of 18 (via 23/4 and 9) or electrical operation of the electric motor (37) will rotating 22 (and hence 73 and 69). Similarly moving the gear lever handle 27 to the left shifts 38 to the right, moving the electric motor to the right via the disc plate 38" (right side) with 10/5 engaging 7 of 12 and rotating 21 (and hence 65/66 and via chain 67, rotates 68). Directly attached to 38 (gear changing load piston calliper) bilaterally or on either side are small calliper rods; each having a small roller at its end which rolls as it contact with the rolling disc plates 38" especially as it pushes the required disc plate to either engage 25 or 12.

Figure 4 can also have the electric motor portion 37 substituted by the outer cylinder pipe casing 14 with this same design variant. Figure 5 is a slight variant design of Figure 1 (Figure 5 can also be a design variant of Figure 4. The gear shift rod 13 is also connected to a single (gear changing) load piston calliper 11. Attached to the entrance periphery of the hydraulic fluid cavity (where 13 enters to link to the load calliper rod 11) is a stretchable durable leak proof material in order to help prevent leakage of hydraulic fluid via this entrance (Figure 7), Detent pins 28 ensure the only one direction of derailleur wheels' 25 and 12. Also the (gear changing) effort piston callipers 1 are lined by stretchable leak proof materials 44 which help prevent leakage (Figure 6 for magnified clarity). Figure 8 is a design similar to Figure 1 except that the gear changing mechanism is controlled via spools, wires. A pivot rod 34 is connected to the gear shift handle (via a screw joint' fulcrum) at 32. 34 is also hinged via another fulcrum screw joint at its center 31 and connected to the other end of 34 are a pair of taut spool wires 30 after having passed and made taut via the rounded spools 29 (as shown in Figure 8). The taut spool wires both course toward the gear changing unit in divergent directions, both pass via an arc circumferences of two spools (on either side of 13) before coming to attach on either side of 26, the gear changing rod cap. Shifting 27 to the right turns 34 clockwise (about the moment of 31), making 30 more taut (on the right side) and pulling 26 to the right, hence engaging 5 into 7 and turning 12 (as 4/23 rotates 9).

Similarly shifting 27 to the left increases the tautness of the spool wire 30 (on the left side) and moving 26 to the left for the engagement of 24 into the sprocklets holes of 25 and hence helps rotate 25 (via 23/4 and 9).

Figure 10 shows a side view angle of Figure 1 showing the position of the detent pin 28, the saw toothed periphery of the derailleur wheels 12/25, the support mechanism 6 used to fasten the gear changing unit to the vehicle), the propulsive pedal 9 and the pedal transmission rod 4. When the wheel (12 or 25) is engaged by the clutch hook, torque on 9 turns 12/25 in the clock wise direction (arrows 39) shown. If for any reason 39 turns in the opposite direction (i.e. anticlockwise), the detent pin tip will lock into the teeth of the periphery of 12/25 and hence preventing the turning of either of these wheels in the wrong rotary direction. Thus the detent pin acts like a "valve". Chain 21 or chain 22 runs along the periphery of wheel 12 or 25 respectively. Figure 15 shows the diagram of a foot telescopic pedal in a vertical position. Its anchored pivoted joint 50 forms a hinge-like joint with the quadricycle (etc) vehicle. The outer telescopic guide sleeve 51 houses the inner foot pedal cylindrical rod 47 which have a piston-like head 48 shown at the top of the inside hollow cylindrical sleeve 51. Air vents 49 help make 48/47 oscillate easily (61) by relieving air pressure during the "compressive stroke" of 48 moving upward. 47 is angulated downwards in a "Z" shaped design (which has a rectangular cavity for the placing of a foot comfortably; Figure 1 7b). The foot effort piston calliper 46 is midway inside 54 and also connects to 47 at 52 by a long horizontal rod which exit 54, the hydraulic fluid conduit, midway. Because a large enough force is needed to be hydraulically transmitted to 23 and 4 in order to produce a rotational torque in 25 or 12, the foot effort piston calliper 46 has a significantly smaller (fluid side) cross sectional area when compared with the area of cross section 64; the propulsive load piston calliper. Also the propulsive pedals 9 must turn an appreciable distance in order that 25 and 12 revolve continually. The effort pedal distance (and hence 46) must move at a greater distance than 64 by a factor equal to the ratio between 64 and 46 cross sectional areas respectively. Hence in order to compensate for this rather large pedal distance while hinge joint 50 is fixed, the foot pedal must be telescopic.

When 53 is depressed, 46 (foot effort piston calliper) moves inside of 54, transmitting fluid pressure in the direction 57 and 48 moves downward (Figure 1 7a). When the other foot is depressed, hydraulic fluid pressure from its effort piston callipers pushes 46 outward (in direction 55; Figure 16), moving the telescopic pedal in direction shown (Figure 16). It is noted that 48 is at the lower end of 51 in Figure 16 and Figure 1 7a.

Figure 1 7b shows the frontal view of Figure 1 7a, with the foot cavity 53 displayed. Figure l 8 and Figure 19 are design variants of the telescopic pedal stems with the "outer telescopic hollow rod casing" as 51 while the inner (solid) pedal rod 48. Thin layers of lubricant fluid exist between 48 and 51. Both 48 and 51 are in a "molded shaped" fitting with relative slide motion between them. Figure 18 is "H" shaped while Figure 19 is "X" shaped as shown.

Figure 23 and Figure 24 is the same hydraulic fluid pipe adapter with the pipe cap 74 pulled up in direction of thick arrow (Figure 23) while the pipe cap is pushed down (Figure 24) in direction of thick arrow. In Figure 23, the pipe stem 75 closely fits into a cylindrical sleeve 77 and have a pair of slanting parallel passages 76 (upper entrances C, C') and another pair of (horizontal) parallel passages 81. Both 76 and 81 are cylindrical passages running through the pipe stem 75 and hence can be moved up and down together when moving 75 (i.e. these pathways are variable).

Opening at the entrances A, A'; B, B'; D, D' with the closely fitting cylindrical sleeve 77 are 3 pairs of fixed pathways; 78, 79 and 80 respectively. An air / hydraulic fluid vent 82 make the relative movement of 75 within easy by balancing out air pressure. In Figure 23 (i.e. with the pipe cap 74 pulled up), the horizontal passages 81 exactly align with the fixed pathways 78 and 79. Hydraulic fluid (alternately) inputting through 78 will pass straight through entrances A, A'; through E and E' (passages 81) and outputs (or exits) via 79 Therefore fluid can (alternately) input via 78, pass through 81 and output via 79. When the pipe cap 74 is depressed (Figure 24), the upper entrances of 76 (i.e. C, C') exactly come to align with entrances A, A' of 78 respectively while the lower entrances (of the slanting passages 76) exactly align with D, D'; both entrances of 80. Hydraulic fluid alternately going through 78 (i.e. A, A'), passes via C, C' and exits 76 via D, D' and through 80. Thus by moving the pipe cap 74 up or down, the output fluid pathways can be chosen from either 79 or respectively. A possible application of the hydraulic pipe adapter (Figure 23 for example) can be such that: suppose pathways 78 are connected to the right and left hydraulic conduits 54 (i.e. just after the inner limits of the feet effort piston callipers 46 of both feet pedals) while 79 connects with the continuation of 54 (i.e. before the propulsive load piston sleeve 62 is reached), while pathways 80 might be connected to another load piston callipers (e.g. operating hydraulic brakes). When 74 is pulled up, fluid from alternately pedalling both (right and left) foot pedals 53 will transmit fluid pressures through 81 and 79 which then powers 64 and 25/12 through 4/23. Pressing down 74 will automatically misalign 78 with 81 while 78 aligns with 76 and 76 is aligned with 80.

With this connection, depressing the foot pedals will operate the hydraulic brakes.

Figure 25 is a slight design variant with one pair of the intra pipe passage conduits "double C" shaped with the upper entrances D', D and the lower entrances C' and C. The upper entrance of D' continues, opening at the lower entrance C' while the upper entrance D opens at the lower entrance C. Like in Figure 23, the horizontal parallel intra pipe passages (E, E') are similar however unlike Figure 23 (in which pathways 78 are the only input' pathways while pathways 79 and pathways 80 are both output' pathways), In Figure 25, pathways 78 and pathways 80 are both input' pathways while pathways 79 are the only output pathways. Pathways 78, 79, 80 are all fixed pathways while the intra pipe conduits are the variable pathways. With the cap 74 pressed down (Figure 25) and 78 exactly align with 81 (the intra pipe horizontal passages), alternately input fluids (by the alternate pushing of the foot pedals) through A, A' will pass through E, E' and exits 79. With the cap 74 pulled up (figure 26), the entrances D' and D will exactly aligns with F', F of 80 and simultaneously, C, C' exactly aligns with B, B' (of 79) respectively.

Suppose 78 pathways are connected directly to the hydraulic fluid conduits 54, while pathways 79 are connected to the continuation of 54 (i.e. the whole hydraulic pipe adapter is connected in series between the foot effort piston callipers 46 and the propulsive load piston callipers 64) while the pathways 80 are connected to a different pair of effort piston callipers 86 operated by an oscillating electric motor 84 (Figure 27). With the cap 74 pulled up and D', D exactly align with F', F respectively and B, B' exactly aligns with the lower entrances C, C'; the oscillating movements of the electric motor 84 alternately push hydraulic fluid (and pressure) through F' and F, which alternately go through B', B respectively and out via alternative fixed output pathways 79. With B', B both connected to the hydraulic conduits 54 and both the propulsive load piston calliper sleeves 62, oscillating motorised movements of 84 (Figure 27) will power the quadricycle vehicle forward. Pressing down 74 will align the hydraulic conduits of the foot effort piston callipers (through A, A' of pathways 78 and via the intra pipe horizontal pathways E, E') with B, B' and connects directly to the propulsive load piston callipers conduits and hence powers the quadricycle manually.

Figure 28 shows a side view (e.g. right side) skeletal orderly layout of the propulsion system arrangement and a sample quadricycle (etc) vehicle design; with the telescopic propulsion foot pedal (e.g. of right foot (Figure 15)), the hydraulic fluid conduit (54) and its hydraulic fluid cavity (45), continued with the sleeve fluid cavity (enclosing the load piston calliper), the load piston calliper (64), pedal transmission rod (4), which might be slightly angulated proximal to its connection to the propulsive pedal 9 and connected to 64 by a hinge joint at 71 (Figure 21), derailleur' wheel 12 directly chain connected (21) to derailleur' wheel (the latter which have the same joint axle with the larger diameter derailleur' wheel 66). The latter is directly chain connected (67) to a derailleur' wheel 68. The latter being either connected directly to 69 (tire / tyre) or to the rear axle which powers 69. Because 65 has a smaller diameter than 12 (and chain connected directly to it) and also, 65 and 66 are directly concentrically joined together with the same axis, and 66 has a larger diameter than 68 (and chain connected directly to it, (Figure 21)) and 68 is directly connected to 69 (or via the rear axle), when wheel 12 turns, wheel 65 will turn much faster (by a factor of the diameter ratios between 12 and 65). Wheel 66 will also turn the same number of revolutions as 65 (as both attached to same axle). Wheel 68 will turn much faster than wheel 66 (by a factor ratio between their diameters).

Therefore the slow' turning of wheel 12 will lead to a much faster turning of wheels 68/69.

Figure 29 shows the left side of Figure 28 differing only in Figure 22.

The propulsive arrangement system is similar to that of a bicycle chain-derailleur propulsion system (with a derailleur arm mechanism 83 placed between 25 and 73 (Figure 30); except that wheel 25 is directly driven by 4 (the left pedal transmission rod). A detent pin 28 valve' is placed between 25 and 73 (Figure 22) and is part of the propulsion gearing system (Figure 30 and Figure 31). 25 may either be a single geared derailleur wheel (Figure 31) or a multiple' geared derailleur wheel (Figure 30).

Figure 30 shows the overview layout of the gear change system (which may be mechanical (14) or motorised hybrid (14/37), left and right pedal transmission rods 23/4 (from their respective load piston callipers 64), gearing and chain connections, derailleur arm unit 83, the lower parts of the hydraulic conduits for the gear change (3), the rear axle running through the centers of 68 and 73 and the vehicle tires (tyres) 69. Detailed explanations of the workings of this arrangement system have been given above.

Figure 31 shows the frontal portion of Figure 30 (with both right and left foot pedals 53 inclusive and their telescopic designs), foot pedals' effort piston callipers 46, hydraulic fluid and hydraulic conduits, foot load piston callipers 64 load piston sleeves 62 with its connected stretchable leak proof material 63, gear change mechanism (Figure 1 or Figure 3), right sided derailleur wheels-chain connection arrangement (Figure 21), left sided derailleur wheel-chain arrangement (Figure 22) and the rear axle. Detailed explanations of the workings of these arrangement systems have also been given above.

Figure 32 shows a quadricycle (vehicle etc) front suspension design system. The angulated impact bar rod 103 is anteriorly screw hinged attached to the vehicle chassis (at 90) and connected posteriorly to the sliding rod suspension guard 98 by a hinge screw' joint 97. A horizontal suspension spring 89 connects 103 to the front vehicle chassis while the suspension bar rod 102 angles forward and upwards and connects with the impact bar rod 103 by a hinge screw' joint at 88. A smaller double vertical springs 92 (which may also be single) suspension connects 103 and 102 (and bears the vehicle weight on 103 and 89). Near the back end of 102 (suspension bar rod) is a round vertical hole which allows the steering wheel rod fulcrum 101 to pass through. The latter's lower end is weld attached to the steering wheel rod bar 105 and also runs through the center of circular disc (or ring) bearing 100 placed between 102 and 105 (for easy conjugate turning of front wheels left or right; lateral to the vehicle's long axis). Connected to the steering wheel rod bar 105 at three points are the steering anti roll bar 93, front wheel position connection 94 and front wheel steering rod attachment 95. Between the posterior part of the impact bar rod 103 and the chassis are a larger double suspension springs 96 (which may be single in other designs).

When the quadricycle (or other vehicle design) is stationary (or moving on smooth horizontal ground), its weight impact is solely borne by the vertical smaller double suspension springs 92 and by the horizontal suspension spring 89 and slightly by the larger double suspension springs 96. When the vehicle's (moving forward) front wheel(s) encounter a small bump (or small uneven ground surface), the suspension bar rod 102 relatively move slightly upward (about the hinge joint moment 88) but the small shock impact is absorbed by the springs 92 and the shock impact transmission to the vehicle is very slight. The suspension attachments of springs 89 and 96 (to the main vehicle chassis) are hardly affected. However when the vehicle's front wheel(s) encounter a larger ground bump (or larger uneven surfaces), part (or some) will be buffered by the smaller suspension springs' 92 limit but if the limits of this springs (92) are exceeded, the impact bar rod 103 rotate counter clockwise slightly upward (about the hinge 90) in order to absorb the shock impact.

Also the horizontal spring 89 and the vertical springs 96 both compresses (as 103 tries to rotate counter clockwise about hinge joint axis 90) and hence further absorbing the shock impact. In order to allow for the slight rotation of 103, the sliding rod suspension guide 98 (which has one end screw hinged joint' attached to 103) end, slides along its axis about a sliding screw 99.

In an event in which the vehicle's front wheel(s) is dangling and not touching the ground (or the vehicle's front wheel encounter a bump when moving backwards), the suspension tilt limit guard 91 will limit the downward displacement of 102 (which indirectly is connected to the front wheel or tire). Also aiding the limit of the relative downward displacement of 102 (via 103) is the sliding rod suspension guide 98.

Figure 33 shows a quadricycle (or other vehicle design) rear suspension which is a slightly simpler variant of Figure 32 except that the suspension bar rod has the rear wheel axle (and hence rear wheel / tire) connected through to it at 94 and also that the ring bearing is absent. The mechanisms of how it works (both in stationary mode and motion) are exactly similar to that explained for Figure 32.

Figure 34 shows a side view of a quadricycle vehicle showing the respective positions of the suspension designs of Figure 32 and Figure 33 for succinct understanding. The working mechanisms of these suspension designs are as explained previously.

Claims (18)

1. Claims: 1. A gear changing selection unit mechanism hydraulically operated which can alternately and systematically select the independent bilateral chain connected derailleur wheels by the gear shift rod to right or left, the latter powered by double effort piston callipers and double load piston callipers with the hydraulic fluid between them; also are hooks or hooked clutch rods attached to outer cylinder pipe; the outer cylinder pipe encloses the pedal connecting rod; pedal connecting rod connects both right and left propulsive pedals; each propulsion pedals connects to right and left pedal transmission pedals via rounded hole pivots respectively; detent pins allow engaged derailleur wheel to move forward only or in only one direction rotation; support structure which bolt whole unit mechanism to vehicle chassis; engaged gear derailleur wheel is propelled manually by hydraulically operated propulsion pedals also included; all derailleur wheels have saw toothed rounded peripheries.
2. 2. Gear changing selection unit mechanism according to claim 1 but design variant with an electric motor integrated to substitute outer cylinder rod with bilateral ratcheted design interposition in pedal connecting rod design in order to produce a hybrid variant.
3. 3. Gear changing selection unit mechanism according to claim 1 but design variant with a single gear changing load piston calliper, large disc plates concentrically connected to outer cylinder rod in which the single load piston calliper uses to systematically move the outer cylinder rod left or right; small rods bilaterally attached to single load piston calliper have small wheel rollers at lateral ends for easy disc plates' contact; propulsion can either be manual or hybrid variant.
4. 4. Gear changing selection unit mechanism according to claim 1 but with slightly different design variant with a single load piston calliper connected to the angulated designed gear shift rod; also thin stretchable leak proof material in both effort piston callipers' sleeve and load piston calliper sleeve included.
5. 5. Gear changing selection unit mechanism similar to claim 1 but with design variant using spools and wires connected to inverted gear shift rod which uses the latter to effect gear change selection; wires attached to gear shift handle via a pivot rod or directly.
6. 6. Amplified part design portion of claim 2 with the ratcheted connection of the pedal connecting rod; the connection is such that the electric motor power rotates independently of the propulsive pedals and allows the engaged derailleur chain connected wheel rotate. When manually operating the propulsive pedals, the electric motor must always turn together with the manually operated propulsion pedals.
7. 7. The "dismantled" designs of the pedal connecting rod having cuboidal central portion which continue at both ends as cylindrical portions; the outer cylinder rod casing with hooked clutch rods attached near both its ends and with grooved outer ring center design for gear shift rod to run through; outer cylinder rod may also have a pair of large disc plates near both ends, widely space apart and concentrically welded with the outer cylinder rod passing through their centers; also shown is the assemblage of both structures: with the pedal connecting rod running inside the longitudinal axis of the outer cylinder rod; the inner cavity of the outer cylinder rod is also cuboidal and closely "mould fit" the cuboidal portion of the pedal connecting rod and lubricant placed between them for relative motion; cuboidal portion of pedal connecting rod may be of other shapes but must always mould fit into cavity of outer cylinder rod.
8. 8. A telescopic foot pedal design in a vertical position with the cylindrical rod pedal stem having a piston-like head which oscillates in an outer sleeve and with the latter top end attached to vehicle chassis via screw joint and having perforated holes for easy oscillation; connection of the lower pedal cylinder rod to a foot pedal effort piston calliper by a horizontal rod connection for transmission of hydraulic fluid; in vertical position, foot pedal piston head is at top end of its piston sleeve; when pedal is pushed forward or is pushed backward, pedal piston head moves to lower end of its sleeve; also shown is the front view of a foot pedal lower end cavity, where a rider puts foot in for pedalling.
9. 9. As of claim 8 except the cylindrical rod pedal stem and its sleeve are being replaced by a design variant shaped stem; the inner pedal rod stem fitS closely and neatly inside the outer sleeve casing with relative telescopic motion and lubricant between them; with one design "H-shaped" in cross section while the other design is "X-shaped in cross section.
10. 10. As of claim 8; telescopic foot design but with connection to its foot effort piston calliper, hydraulic sleeve, hydraulic fluid, load piston calliper sleeve and its stretchable leak proof material, load piston calliper, pedal transmission rod connected to propulsion pedal which drive first derailleur' wheel, chain connected with second derailleur' wheel of smaller diameter, concentrically attached to larger derailleur wheel, latter chain connected to smaller derailleur' wheel, latter attached concentrically to lyre/tire; this model arrangement connection.
11. 11. As of claim 8; telescopic foot pedal design, but with connection to its foot effort piston calliper, hydraulic sleeve, hydraulic fluid, load piston calliper sleeve and its stretchable leak proof material, load piston calliper, pedal transmission rod connected to propulsion pedal which drive first derailleur wheel, chain connected with multiple derailleur gear wheels attached concentrically to lyre/tire; first derailleur wheel may be single or multiple; this model arrangement connection.
12. 12. As of claim 10 and claim 11; overview arrangement of derailleur wheels' systems with their respective chain connections; on right side, front derailleur' wheel chain connected to smaller derailleur wheel while concentrically connected larger derailUeur' wheel chain connects with smaller derail1eur' wheel; the latter connecting directly with rear axle or tire; on left side, front multiple derailleur wheel chain connects with rear multiple derailleur wheel with the chain derailing device between both derailleur wheels in a similar bicycle fashion; both right and left front derailleur wheels have the pedal connecting rod loosely running through their centers; the latter having propulsion pedals connected at the ends of both and connected to both propulsion pedals are pedal transmission rods. This model arrangement connection.
13. 13. As of claim 12 but with both right and left telescopic foot pedals included with their connections to their respective effort piston callipers which moves inside their respective hydraulic sleeves and conduits, hydraulic fluid, load piston callipers with their leak proof stretchable materials and respective load piston callipers directly connecting to the pedal transmission rods; the latter connecting to the respective propulsion pedals.
14. 14. The hydraulic pipe adapter with three pairs of fixed external cylindrical pair pathways: one input pair and two output pairs having their entrance openings connected to the outer cylinder casing; the latter having its inner cylindrical cavity closely accommodating a pipe; the latter, which may or may not be solid, fits closely with its outer cylindrical casing and can move relative to it in a telescopic fashion, having a pair of slanting linear parallel passages and also another pair of horizontal linear parallel passages running through it and hence both intra pipe pair passages being mobile with pipe cap movements, used to interconnect the paired external fixed input fixed pathways with either of the paired external fixed output pathways; all paired pathways may also be of single passages in other designs.
15. 15. A slight variant design of claim 12 with similar intra pipe horizontal linear pair parallel passages but the "double C" shaped intra pipe lower passages; there are also three pairs of fixed external pathways which have their entrance openings attaching and opening with the outer cylinder casing; two pairs of these fixed external pathways being input while the remaining pair being output; movement of the pipe cap up or down interconnect either of the external pair input pathways with the pair of fixed external output pathways through the intra pipe variable passages; one external fixed pair input pathways may be connected in series to hydraulic fluid conduit between foot effort piston callipers and load piston callipers while other external pair input pathways connected to motorized effort piston callipers; the latter operated by electric motor via linear serrated rods geared to motor's rounded gear oscillating teeth; all paired pathways may also be single pathway instead in other designs.
16. 16. A quadricycle (or other vehicle) front suspension system which can significantly dampen bumpy ground impacts with double smaller suspension springs connected between impact bar rod and suspension bar rod as well as larger vertical suspension springs connected between chassis and impact bar rod; horizontal suspension spring connecting front of chassis to impact bar rod, steering rod fulcrum running through round hole in suspension bar rod and attached or welded to steering wheel rod #
17. 17. bar; the latter having the anti roll steering bar rod, front wheel or tire position rod and steering rod guide all attached to it in a pivot hinge fashion; the sliding rod suspension guide connects the posterior part of the impact bar rod with the vehicle chassis via a hinge screw' joint and a sliding screw' joint respectively.
18. 18. A slight variant of claim 14; with double smaller suspension springs connected between impact bar rod and suspension bar rod as well as larger vertical suspension springs connected between chassis and impact bar rod, horizontal suspension spring(s) connecting chassis front of the suspension with impact bar rod; the rear wheel or tire position attached or passing through penultimate posterior end of the suspension bar rod, the sliding rod suspension guide connects the posterior part of the impact bar rod with the vehicle chassis via a hinge screw' joint and a sliding screw' joint respectively; suspension bar rod tilt limit guard prevent suspension rod dangling' in case vehicle tire not touching ground.Amendments to the claims have been filed as follows: Claims: 1. A gear changing selection unit mechanism comprising two derailleur wheels with each mounted on opposite ends of a ratcheted pedals' connecting rod and also at the medial sides of a pair of support structures; a gear shift rod connected to an outer cylinder pipe non-rotatably mounted and enclosing a pedals' connecting rod and having hooks or hooked clutch rods; the gear shift rod moves the outer cylinder pipe in at least two directions so that the hooks or hooked clutch rods engage one or the other of the derailleur wheels; the pedals' connecting rod is connected to transmission pedals which are in turn connected to hydraulically operated transmission rods which are in turn connected to manually operated foot pedals so that in use the foot pedals hydraulically drives the transmission rods which in turn drive the transmission pedals which drive the engaged derailleur wheel.2. A gear changing selection unit mechanism according to claim I wherein the gear shift rod is moved by a hydraulic mechanism.3. A gear changing selection unit mechanism according to claim I wherein the gear shift rod is moved by wire and spool systems.4. A gear changing selection unit mechanism according to claim I wherein double discs plates are connected to outer cylinder rod on either side of a single load piston calliper.5. A gear changing selection unit mechanism according to claim 2 wherein the hydraulic system comprises hand controlled effort piston callipers and load piston callipers.6. A gear selection unit mechanism according to claim I wherein the gear shift rod is directly connected to the load piston calliper.7. A gear changing selection unit mechanism according to claim I wherein the derailleur wheels have detent pins to allow for unidirectional rotation. 8. A gear changing selection unit mechanism according to claim 1, claim 4 and claim 6 wherein the outer cylinder pipe rod is replaced with an electric motor with the double disc plates to the rotary ends of the motor.9. A gear changing selection unit mechanism according to claim 1 and claim 8 wherein the ratcheted connection provided allows for rotation of the electric motor independent of the transmission pedals and :.. allows the engaged derailleur wheel to rotate.* 10. A gear changing selection unit mechanism according to claim 9 wherein the electric motor's rotary portion turns together with the transmission pedals when the transmission pedals are manually operated.11 A gear changing selection unit mechanism substantially as herein before described with references to *:* figures ito 10, II and 15 of the drawings.I