AP938A - Supercharger installation for supplying high pressure compressed air for cleansed or pollution abating engine. - Google Patents
Supercharger installation for supplying high pressure compressed air for cleansed or pollution abating engine. Download PDFInfo
- Publication number
- AP938A AP938A APAP/P/1999/001483A AP9901483A AP938A AP 938 A AP938 A AP 938A AP 9901483 A AP9901483 A AP 9901483A AP 938 A AP938 A AP 938A
- Authority
- AP
- ARIPO
- Prior art keywords
- vehicle
- compressor
- motor
- board
- engine
- Prior art date
Links
- 238000009434 installation Methods 0.000 title claims abstract description 16
- 238000002485 combustion reaction Methods 0.000 claims abstract description 12
- 230000006835 compression Effects 0.000 claims description 9
- 238000007906 compression Methods 0.000 claims description 9
- 239000000446 fuel Substances 0.000 claims description 9
- 238000001914 filtration Methods 0.000 claims description 5
- 230000005611 electricity Effects 0.000 claims description 4
- 230000005540 biological transmission Effects 0.000 claims description 3
- 239000000203 mixture Substances 0.000 claims description 3
- 238000010079 rubber tapping Methods 0.000 claims description 2
- 230000029305 taxis Effects 0.000 abstract description 2
- 239000007789 gas Substances 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 2
- 239000003610 charcoal Substances 0.000 description 2
- 230000007717 exclusion Effects 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 239000002808 molecular sieve Substances 0.000 description 1
- 229910052757 nitrogen Inorganic materials 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
- URGAHOPLAPQHLN-UHFFFAOYSA-N sodium aluminosilicate Chemical compound [Na+].[Al+3].[O-][Si]([O-])=O.[O-][Si]([O-])=O URGAHOPLAPQHLN-UHFFFAOYSA-N 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
- F01B17/00—Reciprocating-piston machines or engines characterised by use of uniflow principle
- F01B17/02—Engines
- F01B17/025—Engines using liquid air
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K3/00—Arrangement or mounting of steam or gaseous-pressure propulsion units
- B60K3/02—Arrangement or mounting of steam or gaseous-pressure propulsion units of piston type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
- F01B17/00—Reciprocating-piston machines or engines characterised by use of uniflow principle
- F01B17/02—Engines
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
- Filling Or Discharging Of Gas Storage Vessels (AREA)
- Air-Conditioning For Vehicles (AREA)
- Supercharger (AREA)
- Body Structure For Vehicles (AREA)
- Exhaust Gas After Treatment (AREA)
- Structures Of Non-Positive Displacement Pumps (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
The invention concerns the installation in vehicles and more particularly in urban buses and service vehicles (taxis or the like) equipped with cleansed or pollution abating engines with independent combustion or expansion chamber and at a constant volume (2) of an on-board compressor driven by an electric (or other) motor, for filling the high pressure compressed air reserves (23) of the vehicle when the vehicle is not running and the energy supply of said electric motor is not on board. The invention is useful for cleansed or pollution abating vehicles.
Description
INSTALLATION OF COMPRESSORS FOR SUPPLYING HIGHPRESSURE COMPRESSED AIR TO A REDUCED-POLLUTION
OR POLLUTION-REDUCING ENGINE
The invention relates to the engines of land vehicles and more particularly the reduced-pollution engines with independent combustion chamber and pollution-reducing engines in urban buses and other service vehicles.
In his Patent Applications Nos. 95 02838 and 96 07714, io the author has described a method for reducing the pollution of an engine with an independent external combustion chamber operating on a dual-mode principle with conventional fuel of the petrol or diesel type on the highway and operating, in urban and suburban environments, with an addition of compressed air (or any other non-polluting gas) to the exclusion of any other fuel, and the installation of this type of engine in single-mode operation with the addition of compressed air in urban buses and other service vehicles. In this type of engine, the air-fuel mixture is drawn into and compressed in an independent inlet and compression chamber then transferred, still under pressure, into an independent and constant-volume combustion chamber where it is ignited to increase the temperature and pressure of the said mixture before a transfer port connecting the said combustion or expansion chamber to a pressure-reducing and exhaust chamber has opened,·\wil! have-its pressure reduced in the latter chamber to produce work therein and then be discharged to the atmosphere through an exhaust pipe, and in which when running at low power, the fuel injector is not operated and in this case there is introduced into the combustion chamber, somewhat after the compressed air - without fuel - originating from the inlet and compression chamber have been let into it, a
B395/VDOC
AP 00938 small amount of additional compressed air originating from an external tank when the air is stored at high pressure, for example 200 bar, and at ambient temperature and this small amount of compressed air at ambient temperature will heat up upon coming into contact with the mass of high-temperature air contained in the combustion or expansion chamber, will expand and increase the pressure prevailing in the chamber to allow useful work to be delivered as the pressure reduces, thus yielding a dual-mode or dual-energy operation. It is also io possible for this type of engine to be modified for preferred use in town, for example, for all vehicles and more particularly urban buses or other service vehicles, taxis, refuse carts, etc, so that all the components for running the engine on conventional fuel are omitted and the engine runs only in is single mode with the injection of additional compressed air into the combustion chamber which thus becomes an expansion chamber. Furthermore, the air drawn in by the engine is filtered and purified through one or more charcoal filters or using some other mechanical or chemical method, molecular sieve, or the like, in order to produce a pollution-reducing engine.
This type of engine when used in an urban environment, especially on compressed air alone, demands a large amount of high-pressure compressed air stored in tanks installed in the vehicle. When this type of engine is used on urban buses or other service vehicles, these reserves need to be even larger so that the vehicle can operate with sufficient autonomy. Stations for filling these reservoirs may be installed either in garages or at the terminus or bus stop and thus demand substantial installations and an extensive, complex and costly infrastructure external to the vehicle, particularly as short filling times need to be achieved.
AP/P/ 9 9 /0 1 48 3
B395A DOC
AP 00938
The installation of high-pressure compressors for supplying air according to the invention makes it possible to dispense with these extensive and complex infrastructures external to the vehicle.
It is characterized by the means employed, and more particularly by installing on the car, urban bus or service vehicle equipped with engines as described hereinabove, an on-board high-pressure compressor driven by an autonomous motor, for example an electric motor powered either by batteries or by solar energy, or alternatively, according to one particular feature of the invention, powered, for example, from the electric mains (for example 220 volt two-phase or 380 volt three-phase).
The advantages of this installation which makes it possible to dispense with any extensive, complex and expensive infrastructure external to the vehicle and which requires only a current outlet connector to which the car, urban bus or service vehicle can be connected during its period of rest (overnight for example) to allow the tanks installed in the vehicle to be filled with high-pressure compressed air by running the said on-board compressor and the said motor.
When the motor that drives the on-board compressor uses energy which is also on board the vehicle (battery, solar energy, fuel etc), it will also be possible to refill the vehicle’s compressed air reserves while this vehicle is operating.
In addition, in order to simplify the installation, it is possible to get away from the presence of filters on the onboard compressor, and to do so, according to a particular feature of the invention, the air drawn in by the on-board compressor may be tapped off from between the system that filters the inlet air of the vehicle engine and the engine itself a>
o>
£ &
LV95,\ IXX?
AP 00938 by a tapping system that thus avoids having a filtration system specific to the high-pressure compressor.
Furthermore, according to another particular feature of the invention, to make the vehicles easier to park, and particularly to make buses easier to park in garages, it is also possible to equip the vehicle with female and/or male connectors at the front and/or at the rear and which are connected together, so as to allow the vehicle parked in front of or behind this vehicle, as the case may be (the bus - or io other vehicle - thus acting as an extension lead) to plug itself in so as to avoid having to have complex electrical networks in the garages.
Furthermore, as , the external infrastructure is particularly unsophisticated (a simple current outlet connector), partial filling can be performed during prolonged stoppages, for example at the terminus in the case of buses.
The compressor on board the car, the bus or the service vehicle may be engaged in the transmission to run and fill the reserves during deceleration and braking thus making it possible to recover the energy dissipated during these operations. In this case, a clutch system between the electric motor and the high-pressure compressor may be installed, to avoid driving the electric motor during deceleration and braking.
In certain specific cases, for example when the garage is located outside any urban areas or pollution is less of an issue, the electric motor may be replaced by a combustion engine without in any way changing the principle of the installation just described.
Other objects, advantages and features of the invention will emerge from reading the non-limiting description of one
ΑΡ/Γ/ 9 9/01483
Β3Ρ5Λ DOC
AP 00938 embodiment of the invention which is made with reference to the appended drawings in which :
- Figure 1 diagrammatically depicts one embodiment of the installation according to the invention.
- Figure 2 depicts a method of supplying electricity in a garage, according to the invention.
Figure 1 depicts diagrammatically and seen in cross section, one embodiment of the engine according to the invention, where the intake and compression chamber and the io pressure-reduction and exhaust chamber are each controlled by systems made up of connecting rods, cranks and pistons sliding in cylinders, and in which there can be seen the inlet and compression chamber 1, the constant-volume pressurereduction or expansion chamber 2 in which there is fitted an additional compressed air injector 22 supplied with compressed air stored in a very high pressure tank 23 and the pressure-reduction and exhaust chamber 4. The inlet and compression chamber 1 is connected to the pressure-reduction or expansion chamber 2 by a duct 5, the opening and closing of which are controlled by a sealed shutter 6. The combustion or expansion chamber 2 is connected to the pressure-reduction and exhaust chamber 4 by a duct or transfer port 7, the opening and closure of which are controlled by a sealed shutter 8. The inlet and compression chamber 1 is supplied with air by an inlet duct 13, the opening of which is controlled by a valve 14 and upstream of which a pollution-reducing charcoal filter 24 is installed. The inlet and compression chamber 1 operates like a reciprocating compressor assembly where a piston 9 sliding in a cylinder 10 is operated by a connecting rod 11 and a crank shaft 12. The pressurereduction and exhaust chamber 4 operates a conventional piston engine assembly with a piston 15 sliding in a cylinder 16
AP/P/ 9 9/01483
Π395ζ\ DOC
ΑΡ 00938 which via a connecting rod 17 causes the rotation of a crankshaft 18. Pressure-reduced air is exhausted through an exhaust duct 19, the opening of which is controlled by a valve 20. The rotation of the crankshaft 12 of the inlet and compression chamber 1 is controlled through a mechanical link 21 by the engine crankshaft 18 of the pressure-reduction and exhaust chamber 4. The on-board compressor 25 has its air inlet 26 tapped off from the engine inlet duct 13 between the engine filtration system 24 and the engine itself. As it rotates it io fills with compressed air through its exhaust duct 27 the highpressure compressed air reserves 23 installed on the vehicle. The compressor 25 is driven by an electric motor 28 through a clutch 29 which is actuated for filling the reserves.
The compressor 25 is also connected to the vehicle transmission 30, also through a clutch 31 which will be actuated (engaged) during deceleration and brakihg and will act as an engine brake allowing the vehicle to be slowed down and the compressed air reserves 23 to be filled while avoiding losing the energy dissipated during the said decelerations and brakings.
In the example just described, pressurized air has been used as a non-polluting compressed gas, but it is possible to use any other compressed or liquefied non-polluting gas, for example liquid nitrogen.
Figure 2 is a diagrammatic depiction of urban buses in a garage (bus depot) during a period of rest while the electric motor of each vehicle is running to drive the on-board compressor in order to refill the compressed-air reserves 23 where the electric motor of the buses 31 is connected to current outlet connectors 32 in the locality, while the other vehicles 31A are connected together by current outlet £8*10/66 Zd/dV
B395A,D0C
AP 00938 connectors connected together and installed at the front 33 and rear 34 of each bus.
It goes without saying that the various arrangements of current outlet connectors on the buses and the ways in which they are plugged together may vary without in any way changing the principle of being powered with electricity in series that has just been described.
The type of high-pressure on-board compressor, the type of electric motor for driving the compressor, or even of io combustion engine in certain specific cases, the type of filtration or the number of filters, the various arrangements of the elements in the vehicle can vary without in any way altering the principle of the invention.
AP/F/ 9 9/01483
339ί·λΟΘ0 ϊLiv ing now particularly described end JMP^ 0 0 9 3 Q>ls<'e;'Liined niv/our said invention ;m<i in , w luit manner the same is to be performed
Pwe declare thai what ί/we claim is —
Claims (6)
1. Reduced-pollution and/or oollution-reducing engine mourned in vehicles, and more particularly m urban ouses or other service vehicles, in which the air-fuel mixture is drawn into and compressed in an maepenaent intake and comoressicn chamber 2' mo .vim:somewhat after compressed air - without fuel - from the inlet and compression chamber t1j ts let mto it. a small amount of to additional compressed ncn-pcllut^-'g gas cr emating from an external tank (23) in which this additional compressed gas is stored under high pressure and at more or less ambient temperature, characterized m that n comp uses an on-board installed high-pressure compressor assembly driven by a motor ii allowing tne vehicle's compressed gas reserves to be filled and in that this compressor is drven curing o.ro longed stoppages of the vehicle by an electric motor powered by energy from a supply network externa1, m the vehicle
AP/P/ 99/01483
2. Installation according to Cm m 1 characterized in tnat as the gas is air the air supplied to the high-pressure
25 compressor Is tapped off between the engine filtration system and the engine by a tapping system that thus makes it possie’e to avoid having an independent filtration system on the compressor.
3. Installation according to Claim 2. characterized in ;o that the on-board compressor is connected to the vehicle transmission (30) through a clutch (31) and is actuated during deceleration and oraxing cf the vehicle, thus allowing the β,;')?,· ..DOC
AP 00938 compressed air reserves (23) to be filled and avoiding the energy dissipated during deceleration and braking being lost.
4. Installation according to any one of the preceding claims, characterized in that the motor that drives the on-board
5 compressor is a motor of the electric type powered by means which may be on board the vehicle, such as batteries or solar panels.
5. Installation according to any one of Claims 1 to 3, characterized in that the motor that drives the on-board io compressor is a motor of the electric type powered by means external to the vehicle, such as are available in electricity supply networks.
6. Installation according to Claim 5, characterized in that the car. the vehicle is fitted more or less at the rear and/or
15 at the front of the vehicle with a male and/or female current outlet connector (33, 34) which are connected together so as to allow the vehicle which is parked near to it in the garage to be able to provide itself with electricity by being plugged into the vehicle in front which thus acts as an extension lead.
20 7. Compressor installation according to Claims 1 to 3, characterized in that for particular applications, the motor that drives the on-board compressor is of the combustion engine type.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR9611632A FR2753487B1 (en) | 1996-09-19 | 1996-09-19 | INSTALLATION OF HIGH-PRESSURE COMPRESSED AIR SUPPLY COMPRESSORS FOR DE-EMISSION OR DEPOLLUTING ENGINE |
| PCT/FR1997/001657 WO1998012062A1 (en) | 1996-09-19 | 1997-09-19 | Supercharger installation for supplying high pressure compressed air for cleansed or pollution abating engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| AP9901483A0 AP9901483A0 (en) | 1999-03-31 |
| AP938A true AP938A (en) | 2001-02-07 |
Family
ID=9496020
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| APAP/P/1999/001483A AP938A (en) | 1996-09-19 | 1997-09-19 | Supercharger installation for supplying high pressure compressed air for cleansed or pollution abating engine. |
Country Status (22)
| Country | Link |
|---|---|
| EP (1) | EP0927108B1 (en) |
| JP (1) | JP2001501696A (en) |
| KR (1) | KR20000036195A (en) |
| CN (1) | CN1230926A (en) |
| AP (1) | AP938A (en) |
| AT (1) | ATE216660T1 (en) |
| AU (1) | AU739555B2 (en) |
| BR (1) | BR9711512A (en) |
| CA (1) | CA2266120A1 (en) |
| CZ (1) | CZ291066B6 (en) |
| DE (1) | DE69712212T2 (en) |
| DK (1) | DK0927108T3 (en) |
| EA (1) | EA000706B1 (en) |
| ES (1) | ES2176731T3 (en) |
| FR (1) | FR2753487B1 (en) |
| HU (1) | HUP0000314A3 (en) |
| OA (1) | OA11106A (en) |
| PL (1) | PL332321A1 (en) |
| PT (1) | PT927108E (en) |
| SK (1) | SK32599A3 (en) |
| TR (1) | TR199900620T2 (en) |
| WO (1) | WO1998012062A1 (en) |
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| US6198776B1 (en) | 1996-11-13 | 2001-03-06 | Motorola Inc. | Device and method for precoding data signals for PCM transmission |
| US6181752B1 (en) | 1997-12-29 | 2001-01-30 | Motorola Inc. | Device and method for detecting PCM upstream digital impairments in a communication network |
| US6201842B1 (en) | 1997-12-29 | 2001-03-13 | Motorola Inc. | Device and method for detecting PCM upstream digital impairments in a communication network |
| FR2789645B1 (en) * | 1999-02-15 | 2001-06-01 | Joacquim Barracho | PUBLIC TRANSPORT VEHICLE USING PNEUMATIC ENERGY FOR ITS OPERATION AND METHODS AND DEVICES FOR SUPPLYING PNEUMATIC ENERGY |
| FR2797474B1 (en) | 1999-08-12 | 2002-02-01 | Guy Negre | COMPRESSED AIR RECHARGING STATION COMPRISING A TURBINE DRIVEN BY THE FLOW OF A RIVER |
| FR2797429B1 (en) | 1999-08-12 | 2001-11-02 | Guy Negre | TRANSPORT NETWORK COMPRISING A FLEET OF VEHICLES, BOAT AND COMPRESSED AIR CHARGING STATION FOR SUCH A NETWORK |
| ATE261023T1 (en) | 1999-09-15 | 2004-03-15 | Neuhaeuser Gmbh | RAILWAY DEVICE, IN PARTICULAR SUSPENDED RAILWAY DEVICE, E.G. (DOUBLE) AND/OR (SINGLE) RAIL SUSPENDED RAILWAY |
| AU4424801A (en) | 2000-03-15 | 2001-09-24 | Guy Negre | Compressed air recharging station comprising a turbine driven by the flow of a water course |
| EP1390223B1 (en) * | 2001-04-17 | 2008-08-27 | Energine Corporation | Phev (pneumatic hybrid electric vehicle) |
| FR2831598A1 (en) * | 2001-10-25 | 2003-05-02 | Mdi Motor Dev Internat | COMPRESSOR COMPRESSED AIR-INJECTION-MOTOR-GENERATOR MOTOR-GENERATOR GROUP OPERATING IN MONO AND PLURI ENERGIES |
| FR2837530B1 (en) | 2002-03-21 | 2004-07-16 | Mdi Motor Dev Internat | INDIVIDUAL COGENERATION GROUP AND PROXIMITY NETWORK |
| FR2838769B1 (en) | 2002-04-22 | 2005-04-22 | Mdi Motor Dev Internat | VARIABLE FLOW RATE VALVE AND PROGRESSIVE CONTROLLED VALVE DISTRIBUTION FOR COMPRESSED AIR INJECTION ENGINE OPERATING IN MONO AND MULTIPLE ENERGY AND OTHER MOTORS OR COMPRESSORS |
| FR2843577B1 (en) | 2002-08-13 | 2004-11-05 | Mdi Motor Dev Internat | CLEAN AND MODULAR URBAN AND SUBURBAN TRANSPORT VEHICLE |
| FR2862349B1 (en) * | 2003-11-17 | 2006-02-17 | Mdi Motor Dev Internat Sa | ACTIVE MONO AND / OR ENERGY-STAR ENGINE WITH COMPRESSED AIR AND / OR ADDITIONAL ENERGY AND ITS THERMODYNAMIC CYCLE |
| FR2887591B1 (en) * | 2005-06-24 | 2007-09-21 | Mdi Motor Dev Internat Sa | MOTOR-COMPRESSOR GROUP LOW COMBUSTION TEMPERATURE "CONTINUOUS" CONTINUOUS PRESSURE AND ACTIVE CHAMBER |
| FR2904054B1 (en) | 2006-07-21 | 2013-04-19 | Guy Joseph Jules Negre | CRYOGENIC MOTOR WITH AMBIENT THERMAL ENERGY AND CONSTANT PRESSURE AND ITS THERMODYNAMIC CYCLES |
| FR2905404B1 (en) | 2006-09-05 | 2012-11-23 | Mdi Motor Dev Internat Sa | ACTIVE MONO AND / OR ENERGY CHAMBER MOTOR WITH COMPRESSED AIR AND / OR ADDITIONAL ENERGY. |
| FR2907091A1 (en) | 2006-10-16 | 2008-04-18 | Mdi Motor Dev Internat Sa | METHOD FOR MANUFACTURING A STRUCTURAL HULL OF AN ECONOMIC CAR |
| JP4877209B2 (en) * | 2007-11-19 | 2012-02-15 | 日産自動車株式会社 | Control device for internal combustion engine |
| WO2009073708A1 (en) * | 2007-12-03 | 2009-06-11 | Caudill Energy Systems, Corporation | Engine system |
| DE102009010766A1 (en) | 2009-02-26 | 2010-12-16 | Hyon Engineering Gmbh | Environmentally friendly motor with pneumatic valve |
| FR2943956B1 (en) * | 2009-04-07 | 2012-11-23 | Motor Dev Internat Sa | FLEET OF MOTORIZED MOTOR VEHICLES AND SYSTEM FOR IMPLEMENTING SUCH A FLEET OF VEHICLES. |
| CN101705860A (en) * | 2009-12-09 | 2010-05-12 | 张金铭 | Engine system recovering compressive energy |
| CN102312754A (en) * | 2010-07-01 | 2012-01-11 | 才华 | Fuel pressure pouring engine |
| WO2012013169A1 (en) | 2010-07-29 | 2012-02-02 | Hyon Engineering Gmbh | Environmentally friendly internal combustion engine having a pneumatic valve |
| FR2965581B1 (en) * | 2010-10-04 | 2014-05-16 | Motor Development Int Sa | MOTOR WITH ACTIVE CHAMBER INCLUDING MONO AND / OR ENERGY WITH COMPRESSED AIR AND / OR ADDITIONAL ENERGY |
| CN103321749A (en) * | 2012-03-20 | 2013-09-25 | 易元明 | Isothermal compression type heat engine |
| CN108312828B (en) * | 2018-04-17 | 2020-06-30 | 动能（北京）科技发展有限公司 | Compressed air power vehicle-arranging device |
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| CH505717A (en) * | 1971-02-15 | 1971-04-15 | Maurer Hans | Method for recovering braking energy from vehicles |
| IT1023497B (en) * | 1973-12-05 | 1978-05-10 | Holleyman J E | PROPULSION SYSTEMS FOR LAND, SEA AND AIR VEHICLES |
| US4123910A (en) * | 1976-10-29 | 1978-11-07 | Ellison Sr Charles W | Air drive assist |
| BE884170A (en) * | 1980-07-04 | 1980-11-03 | Poull Henri R | SEMI-TIRE VEHICLE |
| US4798053A (en) * | 1986-12-10 | 1989-01-17 | Chang Jimmy C K | Kinetic energy reclaiming system for vehicle |
| IT1272684B (en) * | 1993-09-27 | 1997-06-26 | Gianluigi Reis | DISSIPATED ENERGY RECOVERY SYSTEM, DURING ITS RUNNING, FROM AN INTERNAL COMBUSTION MOTOR VEHICLE |
| FR2731472B1 (en) * | 1995-03-06 | 1997-08-14 | Guy Negre | METHOD AND DEVICES FOR CLEANING AN INTERNAL COMBUSTION ENGINE WITH AN INDEPENDENT COMBUSTION CHAMBER |
-
1996
- 1996-09-19 FR FR9611632A patent/FR2753487B1/en not_active Expired - Fee Related
-
1997
- 1997-09-19 AP APAP/P/1999/001483A patent/AP938A/en active
- 1997-09-19 EA EA199900307A patent/EA000706B1/en not_active IP Right Cessation
- 1997-09-19 JP JP10514357A patent/JP2001501696A/en active Pending
- 1997-09-19 PT PT97919129T patent/PT927108E/en unknown
- 1997-09-19 CA CA002266120A patent/CA2266120A1/en not_active Abandoned
- 1997-09-19 HU HU0000314A patent/HUP0000314A3/en unknown
- 1997-09-19 KR KR1019997002250A patent/KR20000036195A/en not_active Withdrawn
- 1997-09-19 DK DK97919129T patent/DK0927108T3/en active
- 1997-09-19 CN CN97198085A patent/CN1230926A/en active Pending
- 1997-09-19 BR BR9711512A patent/BR9711512A/en not_active IP Right Cessation
- 1997-09-19 SK SK325-99A patent/SK32599A3/en unknown
- 1997-09-19 DE DE69712212T patent/DE69712212T2/en not_active Expired - Fee Related
- 1997-09-19 CZ CZ1999920A patent/CZ291066B6/en not_active IP Right Cessation
- 1997-09-19 AT AT97919129T patent/ATE216660T1/en not_active IP Right Cessation
- 1997-09-19 EP EP97919129A patent/EP0927108B1/en not_active Expired - Lifetime
- 1997-09-19 WO PCT/FR1997/001657 patent/WO1998012062A1/en not_active Ceased
- 1997-09-19 AU AU43069/97A patent/AU739555B2/en not_active Ceased
- 1997-09-19 PL PL97332321A patent/PL332321A1/en unknown
- 1997-09-19 ES ES97919129T patent/ES2176731T3/en not_active Expired - Lifetime
- 1997-09-19 TR TR1999/00620T patent/TR199900620T2/en unknown
-
1999
- 1999-03-19 OA OA9900062A patent/OA11106A/en unknown
Non-Patent Citations (1)
| Title |
|---|
| NONE * |
Also Published As
| Publication number | Publication date |
|---|---|
| AU739555B2 (en) | 2001-10-18 |
| EA000706B1 (en) | 2000-02-28 |
| FR2753487B1 (en) | 1998-11-20 |
| EP0927108B1 (en) | 2002-04-24 |
| PT927108E (en) | 2002-10-31 |
| ES2176731T3 (en) | 2002-12-01 |
| EA199900307A1 (en) | 1999-10-28 |
| PL332321A1 (en) | 1999-08-30 |
| JP2001501696A (en) | 2001-02-06 |
| SK32599A3 (en) | 1999-11-08 |
| HUP0000314A3 (en) | 2002-03-28 |
| WO1998012062A1 (en) | 1998-03-26 |
| AU4306997A (en) | 1998-04-14 |
| CZ92099A3 (en) | 1999-12-15 |
| EP0927108A1 (en) | 1999-07-07 |
| FR2753487A1 (en) | 1998-03-20 |
| CN1230926A (en) | 1999-10-06 |
| KR20000036195A (en) | 2000-06-26 |
| DK0927108T3 (en) | 2002-08-19 |
| DE69712212D1 (en) | 2002-05-29 |
| HUP0000314A2 (en) | 2000-06-28 |
| OA11106A (en) | 2003-03-17 |
| TR199900620T2 (en) | 1999-09-21 |
| AP9901483A0 (en) | 1999-03-31 |
| CZ291066B6 (en) | 2002-12-11 |
| ATE216660T1 (en) | 2002-05-15 |
| DE69712212T2 (en) | 2003-03-27 |
| CA2266120A1 (en) | 1998-03-26 |
| BR9711512A (en) | 1999-08-24 |
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