Objective
Save energy by:
- Continuous variation of torque delivered to the wheels, this variation being adapted to urban transport drive characteristics. The transmission is using autovariable cubic capacity motor wheel hubs made by CCM/SULZER. The whole drive system is managed by a microprocessor developed by RATP.
- Possibility to recover and store kinetic energy during vehicule braking action and restitute it during accelerations.
Energy savings: 55 TOE/year namely 165000 FF/year or 5,5 TOE/vehicule/year (1 tonne oil equivalent (TOE) = 1200 litres of gasoil).
Consumption measurements have been made on the "R312" prototype-bus, that was used for the reliability tests of the motor wheel, that was built within the context of the previous project.
The tests were carried out in frame work of an agreement between the RATP and the AFME, under simulated service conditions on a Parisian bus route, and in comparison to the normal "R312" bus with the same weight/power ratio.
These tests revealed an equivalent consumption (57 liters/100 km) between the prototype and the normal bus.
This results are obtained with an under-sized hydrostatic transmission using non-optimal components and functioning under non-optimal conditions.
The result obtained made us confident that the objective of 30% economy, with an optimized hydrostatic transmission, should be attaimed.
After feasibility studies made on an Renault Vehicules Industriels "R312" prorotype city-bus with non-optimized components in order to test the technical feasibility of the project, the operation was now comprising preparation and fitting of 10 city-buses with an integral drive system composed of:
1) The diesel engine - less power and smaller size than the standard motor is driving a variable cubic capacity volumetric pump. The hydrostatic pump is flange-mounted on the diesel engine with an elastic coupling; the pump can act as a motor; engine braking function during energy recovering stages.
2) The pump feeds 2 variable displacement hydrostatic motor wheel hubs through a hydraulic regulating bloc.
These motors can also operate as pumps during slowing down periods (energy recovering). Because of their new technology which allows to have high torque values at low speeds together with high compactness, these motors are directly integrated to the rear wheel hubs, without any intermdiate mechanical outfit.
Because of this, the whole conventional kinematic chain is discarded, namely:
- the automatic gear box with hydrocinetic torque converter (4 speeds) with integrated retarder,
- the motion down-transfer, the bevel gear, the drive shafts,
- the rear axle with the whole of its rducing gears (differential gear, spur gear, motion up-transfer, speed reducing epicyclic gears in the wheel hubs).
The support and reaction connections to the structure of the vehicle, the suspension and braking units tied-up to the housing are maintained.
3) The hydro-pneumatic accumulators with isolating and decompression block, high pressure (250 bar) and low pressure (70 bar). Storage dimensioning is optimized in order to obtain maximum fuel consumption reduction.
4) The whole system is managed by a microprocessor monitoring device according to algorithms which minimize fuel consumption.
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Coordinator
75006 Paris
France
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