Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62D—MOTOR VEHICLES; TRAILERS
  • B62D47/00—Motor vehicles or trailers predominantly for carrying passengers
  • B62D47/02—Motor vehicles or trailers predominantly for carrying passengers for large numbers of passengers, e.g. omnibus
  • B62D47/025—Motor vehicles or trailers predominantly for carrying passengers for large numbers of passengers, e.g. omnibus articulated buses with interconnecting passageway, e.g. bellows
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60D—VEHICLE CONNECTIONS
  • B60D5/00—Gangways for coupled vehicles, e.g. of concertina type
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62D—MOTOR VEHICLES; TRAILERS
  • B62D33/00—Superstructures for load-carrying vehicles
  • B62D33/02—Platforms; Open load compartments
  • B62D33/023—Sideboard or tailgate structures

Definitions

• the present invention relates to a concept of urban transport for the non-polluting public as an alternative to x well-known urban buses or to trams which constitute the bulk of the surface means currently used for the transport of passengers.
• an urban bus transport network generally comprising vehicles capable of transporting 50 to 80 people with a length of 10 to 12 meters and a weight of more than 10 tonnes.
• Trams offer the advantage of non-polluting operation, but require very expensive infrastructure and are very bulky, besides the fact that their movement is limited by the use of rails which, moreover, are dangerous for the circulation of both. wheels.
• the writer describes a motor-boosting compressor group characterized by the means used taken as a whole or separately, and more particularly: in that the pistons are two-stage in diameter comprising a cap of large sliding diameter in a so-called engine cylinder to ensure the engine function during expansion followed by the exhaust and of which said cap is extended by a second stage piston of smaller diameter called compression to ensure the compression function of the compressed air stored in the high pressure tank.
• the second stage pistons are used for the expansion function with work in the ambient thermal energy recovery system, in that means are provided for switching and interaction between the different cylinders making it possible to deactivate the engine function during compressor operation and / or, the compressor function during engine operation and / or, again, activate the ambient thermal energy recovery function during engine operation.
• heat exchangers are provided to cool the compressed air which passes through them, during the compressor function eî / or to heat it during the recovery function d ambient thermal energy.
• the flywheel comprises, solidaired on its periphery, means making it possible to produce an electric motor controlled electronically to drive the group in its compressor function supplied by domestic electricity networks (220V). in that this electric motor is reversible and can be used as a generator or alternator.
• the motor-driven alternator thus produced makes it possible to start the group in its engine function by causing it to rotate at least on one engine revolution to allow the engine to be brought to its air injection position. compressed and / or punctually participate in increasing the torque of the engine, either to produce electricity during continuous operation to produce on-board electricity, or to serve as a retarder by causing an opposite torque during this production of electricity.
• the electric motor is characterized in that its rotation speed is variable, using a high speed when the tank is empty and the torque required from the compressor drive motor is low to reach a lower rotation speed thereby joining the shape of the torque curve of the electric motor.
• the electric motor installed on the flywheel can use well-known permanent magnet motor techniques, said magnets being fixed on its rotor (which is in fact the flywheel) while electromagnet coils are mounted substantially concentrically, fixed Radially or axially, on an appropriate casing secured to the block of the compressor-motor-generator set or else to variable reluctance motor technologies or other devices known to those skilled in the art, without changing the principle of the invention.
• the compressor-motor-alternator group according to said invention is equipped with an ambient thermal energy recovery system as described by the author in patent WO 98/32963 where the compressed air contained in the storage tank under very high pressure, for example 200 bars, and at room temperature, for example 20 degrees, prior to its final use at a lower pressure for example 30 bars, is relaxed to a pressure close to that necessary for its final use, in a system with variable volume, for example a piston in a cylinder, producing work which can be recovered and used by any known means, mechanical, electrical, hydraulic or other.
• This expansion with work has the consequence of cooling at very low temperature, for example minus 100 ° C., the compressed compressed air to a pressure close to that of use.
• the ambient thermal energy recovery system is characterized in that the compression cylinders and pistons are used to execute these successive expansions and that the heat exchangers used for cooling the air during use as a compressor also serves to heat the previously expanded air and also characterized in that bypass means are provided for successively using the different stages of the recovery cylinders whose volumes are increasing larger, as the pressure in the storage tank decreases to allow suitable detents.
• the compressor-motor-alternator group is equipped with a thermal heating system as described by the author in another patent WO / 99/37885, where it offers a solution which makes it possible to increase the quantity usable and available energy, characterized in that the compressed air, before its introduction into the combustion and / or expansion chamber, coming from the storage tank either directly or after it has passed through the device's heat exchanger recovery of ambient thermal energy, and before its introduction into the expansion chamber, is channeled into a thermal heater, where, by increasing the temperature, it will again increase in pressure and / or volume before its introduction into the combustion and / or expansion chamber, thus further increasing considerably, your performance being able to be achieved by the engine.
• a thermal heating system as described by the author in another patent WO / 99/37885, where it offers a solution which makes it possible to increase the quantity usable and available energy, characterized in that the compressed air, before its introduction into the combustion and / or expansion chamber, coming from the storage tank either directly or after it has passed through the device's heat exchanger recovery
• thermal heater has the advantage of being able to use clean continuous combustions which can be catalyzed or depolluted by any known means with the aim of obtaining emissions of minute pollutants.
• the thermal heater can use a fossil fuel for fuel such as gasoline, or LPG LPG gas, thus making it possible to operate a dual-energy operation with external combustion where a burner will cause a rise in temperature.
• a fossil fuel for fuel such as gasoline, or LPG LPG gas
• the heater advantageously uses thermochemical methods based on absorption and desorption methods, such as those used and described for example in patents EP 0 307 297 A1 and EP 0 382 586 B1, these methods using the transformation by evaporation of a fluid, for example of liquid ammonia into gas reacting with salts such as calcium chlorides, manganese or others, the system functions as a thermal cell where, in a first phase, the evaporation of the reserve of ammonia contained in an evaporator produces on the one hand cold and on the other a chemical reaction in the reactor containing salts which give off heat, when the ammonia reserve is used up, the system is rechargeable in a second phase by adding heat to the reactor which reverses the reaction in which the ammonia gas dissociates from the chloride, and returns to the liquid state by condensation.
• thermochemical methods based on absorption and desorption methods, such as those used and described for example in patents EP 0 307 297 A1 and EP 0 382 586 B1
• these methods
• thermochemical heater thus described uses the heat produced during phase 1 to increase the pressure and / or the volume of the compressed air coming from the high pressure storage tank, before its introduction into the engine cylinder expansion chamber.
• phase 2 the system is regenerated by the supply of heat given off by the exhausts of the various stages of the compressor during the operation of the compressor to recharge the main high-pressure storage tank.
• the motor-compressor-motor generator set is fitted with a thermal burner heater, or the like, and with a thermochemical heater of the aforementioned type which can be used jointly or successively during phase 1 of the thermochemical heater where the thermal burner heater will allow regeneration (phase 2) of the thermochemical heater when the latter is empty by heating its reactor during continued operation of the unit with the use of the burner heater.
• the motor-driven compressor unit equipped with a thermal heater operates autonomously, without using the high pressure compressed air contained in the storage tank, by withdrawing the compressed air supplied. by one or more of the compression stages according to the desired working pressures, this compressed air is then reheated in the reheating system where its temperature will increase with the consequence of increasing its volume and / or its pressure, then reinjected into the expansion chambers of the engine cylinders to allow the group to function by relaxing and producing engine time.
• the air from the exhaust of the expansion cylinders is diverted to the thermal heater either directly or through one or more stages of compression where its temperature will increase with the consequence of increasing its pressure and / or its volume, then reinjected into the expansion chambers of the expansion cylinders to allow the operation of the group while producing the engine time.
• a pressure relief valve makes it possible to control said pressure and to escape from the atmosphere a possible increase in air.
• part of the compression air can be used in bypass and / or other stages of the compressor are used to recharge the main tank while the engine is running in a stand-alone as described above.
• the motor-compressor-motor-generator unit thus equipped works in dual energy by using in the city for example, the zero pollution operation with compressed air contained in the high pressure storage tank, and on the road, always for example in autonomous operation with its thermal heater powered by fossil energy, while re ⁇ mentani by one or more of its compression stages the high pressure storage tank.
• the compressor, motoaltemator group works with four energy sources which, when in use, and depending on the desired performance or needs, can be used jointly or separately.
• the energy of the compressed air contained in the high-pressure storage tank is the main source and is used in particular for the perfectly clean operation of the vehicle on urban sites.
• thermochemical energy is used to increase the performance and range of the vehicle in perfectly zero pollution operation.
• Fossil energy in the burner heater which is used: to increase the performance and range of the vehicle in operation with injection of compressed air; during operation of the vehicle in road traffic, or when the storage tank is empty; . filling the tank while allowing vehicle operation; regenerating the thermochemical heater when the latter is also empty.
• the electrical energy which is used in particular, for driving the compressor when recharging the compressed air tank while the vehicle is connected to the 220 V domestic network; to start the group powered by the vehicle battery; to punctually increase the engine torque if necessary; to brake the vehicle during deceleration and braking.
• the compressor-motor-compressor group described in said application is also equipped with a piston stroke control device, characterized in that that the axis of the opposite cylinders, and the fixed point of the pressure lever are substantially aligned on the same axis and characterized in that the axis of the control rod connected to the crankshaft is positioned on the other hand not on the common axis of the articulated arms but on the arm itself between the common axis and the fixed or pivot point. From this wax, the lower arm and its symmetry represent a single arm with the pivot, or fixed point, substantially at its center and two axes at each of its free ends connected to the opposite pistons.
• Patent application 000/4555 relates to the dialogue between the electrical or electronic members of a mobile or fixed installation and more particularly of motor vehicles.
• the depositor has acquired the registered rights Inpi Nr 0701.02 125132 of the said request concerning an autonomous dialogue system which proposes to simplify the existing systems while controlling the systems by measuring the voltages, the currents, the presence of charges, as well as the faults.
• This arrangement thus makes it possible to communicate to the various electrical or electronic elements of an installation, the various switching orders as well as it makes it possible to carry out physical measurements, to detect in return any operating anomaly of a considered element and to pass them on to other organs.
• Each organ of the radio transmission and / or reception circuit is frequency modulated and has its own identification code, the construction of the signal to be transmitted is carried out by a microprocessor contained in each organ, the signal is then amplified by a electronic circuit before its propagation by the antenna to all the other organs.
• the microprocessor builds the radio signals to be transmitted analogically and analyzes the radio signals received and builds a digital frame which is then decoded in order to obtain the various data such as the organ code sender, the code of the recipient body, the order to be executed, the various data and parameters and the key to this frame.
• the digital frame is received by all the organs and the microprocessors of said receiving organs compare their own identification code with that contained in the frame, so that the organ concerned is the only one to execute the order sent.
• the internal microprocessor thereof checks whether it is not erroneous. To do this, the microprocessor calculates a digital key using all the bits contained in the received frame and compares it to the key contained in the frame itself. If the result gives the value zero, the received frame does not contain a transmission error. At this stage, the microprocessor executes the order contained in the frame received and sends an acknowledgment of receipt to the sending unit.
• the organ builds, through its internal microprocessor, a digital frame then transforms it with a carrier wave into an analog signal.
• the analog signal thus obtained is amplified and then propagated by the antenna to all the other organs and in particular to the command or control organ.
• the digital frame constructed by the microprocessor contains the code of the recipient unit, the code of the sending unit, the order, the data, the parameters as well as the key of the frame.
• the energy of the compressed air contained in the high-pressure storage tank is the main source and is used in particular for the perfectly clean operation of the vehicle on urban sites.
• Thermochemical energy is used to increase the performance and range of the vehicle in perfectly zero pollution operation.
• the fossil energy of the burner heater which serves: increase the performance and range of the vehicle in operation with compressed air injection; during operation of the vehicle in road traffic, or when the storage tank is empty; . filling the tank while allowing the vehicle to operate; regenerating the thermochemical heater when the latter is also empty.
• the electrical energy which is used in particular, for driving the compressor when recharging the compressed air tank while the vehicle is connected to the 220 V domestic network, to start the group powered by the vehicle battery; to punctually increase the engine torque if necessary; to brake the vehicle during deceleration and braking.
• the person skilled in the art chooses, according to the needs and the characteristics sought, the switching mode of the various systems and can program the different parameters for putting them into operation, for example operating the burner thermal heater from a certain speed. of the vehicle, for example 60 km / h.
• WO 02/34810 A1 The author also describes a concept of a vehicle chassis "Motor vehicle chassis comprising at least one central supporting structure" on which are mounted suspension members of the running gear of the vehicle and at least one floor element, characterized in that the central structure comprises at least two transverse structural elements in the general form of panels, front and rear, made in particular of aluminum or aluminum alloy which are connected by a series of parallel beams of longitudinal orientation, each of which consists of a piece of profile, made in particular of aluminum or aluminum alloy, two front and rear end sections of which are fixed by gluing to the front and rear structural panels respectively.
• the present invention aims to solve the problems of adaptabil ⁇ é of passenger transport capacity to the needs implementing a modular vehicle operating with clean, electric or compressed air engines, and more particularly with motor-compressors - air-powered motor boosters described below.
• the vehicle comprises one or more self-propelled transport modules positioned one behind the other and connected by remote control means to a control module in which the driver is installed so that, depending on the passenger capacity requirements, the number of transport module is increased or decreased.
• Each control and transport module has its own compressed air and energy storage reserves, its own transmission engine assembly and its own braking means.
• Each transport module comprises a remote-controlled direction by the direction of the control module itself actuated by the driver.
• the transport modules are wire-guided and include an electrical direction which is controlled by a set of electronic means making it possible to reproduce identically the trajectory of the control module. In this way the vehicle will be driven as easily as a light vehicle and will be very easy to drive in the traffic congestion.
• a driving position includes television control means for each module as well as any other commands necessary for the proper functioning of the assembly, such as door opening heating and other functions.
• the piloting module also makes it possible to transport a certain number of passengers and will operate alone during off-peak hours, the transport modules being added as and when passenger capacity needs are required.
• the transport modules are connected as close as possible to the control module and are aligned with the latter and safety means such as a mechanical connection will be installed to prevent, in the event of transmission malfunction, that Transport module born either more controlled in direction, acceleration braking or other.
• safety means such as a mechanical connection will be installed to prevent, in the event of transmission malfunction, that Transport module born either more controlled in direction, acceleration braking or other.
• automatic means stop all operation of the entire vehicle.
• Proximity sensors between each module make it possible to maintain alignment and a regular distance between each module, preferably by using the motorized timer as described in the patent application in order to allow to refine and precisely maintain the inter-module spacing.
• the means of the motor each engine as described in patent application FR 01/13798 making it possible to punctually increase the engine torque, or to brake the vehicle during deceleration and braking.
• control module and the transport modules can be entirely separate or else include connecting means allowing passengers to move from one to the other.
• parking areas will be installed at the head of the station for unused transport modules as well as filling stations with compressed air allowing the filling of the reservoirs of unused modules during off-peak hours.
• FIG. 1 schematically represents a vehicle according to the invention comprising a control module and 2 transport modules.
• FIG. 2 schematically represents this same vehicle with only one transport module.
• Figure 3 always shows the control module.
• the vehicle according to the invention consists of a control module 1 comprising a driving position 2 and passenger seats followed by 2 transport modules 3 and 4; to fix the ideas in this vehicle diagram, the modules are for example 4 meters in length and can contain 25 passengers for the steering module and 28 passengers for the transport modules, making a total of 81 passagesRs; modules with an operating spacing of 0.5 meters per vehicle will have a total length of 13 meters substantially equal to that of commonly used city buses.

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
• Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
• Vehicle Body Suspensions (AREA)
• Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
• Rotary Pumps (AREA)
• Steering Controls (AREA)
• Valves And Accessory Devices For Braking Systems (AREA)

Applications Claiming Priority (3)

Publications (1)

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• 2002
  • 2002-08-13 FR FR0210254A patent/FR2843577B1/fr not_active Expired - Fee Related
• 2003
  • 2003-08-13 EP EP03772370A patent/EP1534581A2/fr not_active Withdrawn
  • 2003-08-13 BR BR0313585-3A patent/BR0313585A/pt not_active IP Right Cessation
  • 2003-08-13 AU AU2003279425A patent/AU2003279425A1/en not_active Abandoned
  • 2003-08-13 OA OA1200500042A patent/OA12903A/fr unknown
  • 2003-08-13 EA EA200500351A patent/EA006955B1/ru not_active IP Right Cessation
  • 2003-08-13 WO PCT/FR2003/002527 patent/WO2004014715A2/fr not_active Application Discontinuation
  • 2003-08-13 KR KR1020057002526A patent/KR20050062534A/ko not_active Application Discontinuation
  • 2003-08-13 US US10/524,541 patent/US20060170188A1/en not_active Abandoned
  • 2003-08-13 PL PL03374983A patent/PL374983A1/xx unknown
  • 2003-08-13 NZ NZ562337A patent/NZ562337A/en unknown
  • 2003-08-13 CN CNB038207761A patent/CN100439181C/zh not_active Expired - Fee Related
  • 2003-08-13 CA CA002495253A patent/CA2495253A1/fr not_active Abandoned
  • 2003-08-13 JP JP2004526987A patent/JP2005535491A/ja not_active Withdrawn
  • 2003-08-13 AP AP2005003244A patent/AP2005003244A0/xx unknown
• 2005
  • 2005-02-11 NI NI200500028A patent/NI200500028A/es unknown
  • 2005-02-14 TN TNP2005000038A patent/TNSN05038A1/fr unknown
  • 2005-03-07 HR HR20050219A patent/HRP20050219A2/xx not_active Application Discontinuation
  • 2005-03-11 EC EC2005005670A patent/ECSP055670A/es unknown
  • 2005-03-11 ZA ZA200502096A patent/ZA200502096B/en unknown
  • 2005-03-14 MA MA28143A patent/MA27337A1/fr unknown
  • 2005-12-23 HK HK05111947.6A patent/HK1079744A1/xx not_active IP Right Cessation

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