SYSTEM FOR A HYBRID VEHICLE; HYBRID VEHICLE OPERATED BY THE SYSTEM AND DEVICE FOR POWER SUPPLY AND ACCUMULATION FOR THE HYBRID VEHICLE

Abstract: An operation system of a hybrid vehicle, where the traction of the hybrid vehicle is performed only by the electric engine (4), which is fed, in its regimen of average power, by the generator (2) and that in its maximum power is fed also by a battery bank (3).

Description: SYSTEM FOR A HYBRID VEHICLE; HYBRID VEHICLE OPERATED BY THE SYSTEM AND DEVICE FOR POWER SUPPLY AND ACCUMULATION FOR THE HYBRID VEHICLE. The present invention refers to an operating system for a hybrid vehicle, as well as to the hybrid system that is operated by the mentioned system. The present invention also deals with the device that integrates the mentioned system and that has as function to provide power supply and accumulation. More specifically, it refers to a hybrid system and a hybrid vehicle pulled solely by an electric engine fed by means of a generator driven by an internal combustion engine. The "Hybrid Vehicle" terminology is usually applied to vehicles using more than one power source for its displacement. Preferably, this name is being used for vehicles using an internal combustion engine associated to equipment for the generation of electric power "on board". The electric power, which, in turn, is used to feed a traction electric engine that can operate independently and/or associated to the internal combustion engine to traction the vehicle wheels. There is a very wide variety of set up and vehicle types that can be classified as "hybrid" . The hybrid traction systems are known as possessing double power source. A specified type of hybrid system is the one using the electric power from an electric engine and equipped with a internal combustion engine, both used to the vehicle traction. The vehicles inherent to such systems are known as hybrid vehicles using dual traction. Such is the system described in the patent US 5513719 published on May 07, 1996, that shows a engine with internal combustion and an electric engine acting alternatively as vehicle traction source. The dual system to be applied needs a special driving system, which is object of patent US 5513719. This systems would be proper for the use in smaller vehicles such as passenger cars for urban use in which the power requirement of combustion engine would be considerably smaller. In the case of use of this dual system for bigger vehicles, such as collective using, for instance, diesel fuel, the combustion engine would necessarily have, considerably higher power, which would also give rise to much bigger dimensions. In the same way, as electric engine in this system, evidently when used in a bigger vehicle, would require to be supplied solely and exclusively by the power supply element, such as battery which would logically require more charge and have a larger dimension in order to feed a larger size vehicle, fed by the electric system alone, when selected by the control system. So, such a solution is not proper to be used in larger size vehicles, such as a collective vehicle. Therefore, the first objective of the present invention is to provide a system to be used with any kind of vehicle, inclusive for collective vehicles with diesel fuel, that dispense the need for specific transmission and uses solely the electric engine as the traction engine. Thus, the adoption of the proposed system, would give rise, as first consequence, the elimination of the vehicle gearbox. Obviously, the vehicles using the hybrid system of this invention present these and other significant advantages as compared with vehicles moved by a conventional internal combustion or the vehicles using solely battery. Another object of the present patent application is to provide a hybrid vehicle equipped with the hybrid system of the present invention, which is provided with an internal combustion engine that works with constant rotation and close to the rotation of the engine maximum torque, i.e., it can be set to work close to the optimum point of less fuel consumption and pollutant emission, what provides a significant reduction in the emission of gases to the atmosphere, what has been proven in practical measurements that indicate a significant reduction of the pollutants emission, achieving a decrease of up to 60%. It is an additional objective of the present application, to provide device for power supply and accumulation which operates alternately feeding power to the electric engine or accumulating power into a battery bank thus working as a true energy lung. In hybrid vehicles with dual traction or in electric vehicles of the state of the art, when operated with electric engine as traction engine, this power required to move them come from power accumulators, also called battery banks. Usually, these battery banks have the capacity to move the vehicle for a certain time, depending on the vehicle use conditions - speed, transported load, etc., until the electric charge is reduced and it is necessary to replace this battery bank or stop the vehicle during the time required to recharge the battery bank from an external source. The proposed system presents several advantages related to the usual hybrid systems in the state of the art, which will be described later in this document. Similarly, the advantages obtained by the vehicle incorporating the proposed hybrid system, as well as the adoption of the Battery Bank, acting as a true energy lung, will be emphasized herein. To give an example, but not to limit the scope, the description of the system and vehicle proposed, is based on their use in collective vehicles, such as a bus, moved by diesel as fuel. With the system proposed in the present invention, the diesel engine works always in a constant rotation and driving a power generator that supply the traction electric engine with electric power and the surplus of this electric power goes to charge the battery bank. Therefore, the diesel engine can be set to work in its optimum point for a less combustible consumption and a reduced pollutant emission. Practical measurements indicate that pollutant emissions is reduced in a significant way, and one can get up to 60% decrease. The fuel consumption is also very reduced, as the engine is not submitted to the successive acceleration and deceleration that characterize the operation in a traditional internal combustion vehicle. The use of a battery bank, only as an "energy lung" allows that this battery bank is small, with capacity much lower to the one that would be necessary to operate a vehicle moved only by batteries. As a magnitude order, the capacity (and the weight) of the battery bank necessary for the operation of the hybrid vehicle described herein is about one tenth (1/10) of the one that would be necessary to operate the same vehicle if it was moved only by batteries. In addition, the hybrid vehicle autonomy is almost unlimited (it depends only on the combustible tank) , on the contrary of a battery vehicle, that presents a very restrict autonomy, due to the need or recharging or replace the battery bank within times somewhat short (hours of operation) . In addition, due to the fact that, in the hybrid vehicle, batteries never have deep discharge, its lifetime increases very much, as compared to the service life that they present in vehicles solely moved with battery, where, at the end of each cycle, they are completely discharged. In this way, the use of a battery bank operating as an energy lung, i.e. supplying the electric engine with electric power and being recharged by the power generated by the generator that is driven by the combustion engine every time the battery charge is reduced, allows, in addition to a greater autonomy to the vehicle, also that the mentioned hybrid system of the present invention, is, by means of a resizing of the dimensional design, be used in any type of vehicle, whether light or heavy vehicles; in this last case, it would be, for instance, a collective vehicle moved by diesel. In addition, as the power "peaks" are supplied by the battery bank, the engine power, such as a diesel engine, (and the accompanying alternator) can be reduced in a remarkable way. In a traditional vehicle, the internal combustion engine needs to be dimensioned to supply the "peak" power (maximum power) required by the work conditions, even if, most of the times, it operates with very lower power. In the hybrid traction system described herein, the combustion engine, like the diesel engine, needs only to be dimensioned to supply the work average power, as the "peaks" are supplied by batteries, and during the "valleys", the exceeding power is used to batteries recharging. The engine power reduction of the diesel engine becomes an additional factor to the reduction of the fuel consumption and of pollutant emission . For the same reasons, it is quite less the noise indices from engine, what also causes the decrease of the sound pollution. Therefore, it is one of the main objectives of the present invention provide the hybrid vehicle which needs lower fuel consumption, lower air pollutant emission, mainly when it is under urban utilization condition, and less noise level, so contributing to the decrease of sound pollution. The conventional vehicle with internal combustion have an unique battery and exclusively for their ignition and lighting system, being this battery small and of little use. In the electric vehicles only moved by battery, it is necessary to use a great amount of batteries to get the power required by the engine. These batteries, in addition to provide limited autonomy to the vehicle, due to the low capacity of accumulate charge that they have, need frequent recharges, and the higher the vehicle use, the greater the need of recharge frequency. In the hybrid vehicles, with traction solely by means of electric engines, as in the patent US 5428274 issued on 27/06/1995, the electric engine is fed by batteries that are charged by means of the generator, being discharged to supply charge to the engine. In this case, the battery acts constantly, which will require frequent conditions of elevated charge for this type of battery, as described in this patent. If the battery was used to supplement the electricity within the region between 60% of maximum power and 100% of the maximum power, battery would need a higher capacity, becoming bigger and heavier. Instead of this, when the power requirement is between 60 up to 100% of maximum power, this patent of the State of the Art uses as solution the utilization of internal combustion engine, to supply the battery incapacity to act within this power range. Such a solution has as disadvantages the fact that the battery needs constant charge in the power range of up to 60% of the maximum power and the use of a internal combustion engine with equivalent power to the maximum power of the electric engine. In this case, the engine is the one acting as an "Energy Lung". To reach, as indicated in the patent of the state of the art, lower dimensions and weights for the battery system, the previously proposed solution evidently would require an internal combustion engine dimensioned to the power equivalent to the electric engine maximum power, what results in a engine with higher dimensions and weights than if only batteries were used as power suppliers, what is indicated as undesirable in the reference, due to the high weights and dimensions that such a system would cause. Another drawback of this solution is the higher economic value to use of the engine. Aiming at solving these drawbacks of the State of the Art on this application, a solution is proposed where a "battery bank" is used that works as an "energy lung", that operates supplying power in occasions of maximum power and accumulating power during situations of low power, differently from the mention where the engine works with such an objective. Obviously, the combustion engine and the generator driven by it, do not need to be dimensioned for extreme demand conditions . Consequently, the engine power, weight and size of internal combustion engine and the generator, required to operate the vehicle, will be significantly reduced. This will make also possible the use of the system proposed in the present application in light vehicles. This is due to the fact that on every vehicle, the power used depends, at any moment, of the vehicle operating conditions, reaching high values - maximum power - during accelerations and ramp ascending and reduced values during decelerations or ramps descending. Between these two extreme situations, is the average power consumed during the way. One of the main objectives of the present invention, therefore, is to provide one device of power supply and accumulation such as a battery, and, more specifically, an "energy lung" of small batteries, with much lower capacity than the one that would be required to operate a vehicle only moved by batteries, and that acts supplying energy in maximum power occasions and accumulating power during situations of low or no power. In given situations, power "peaks" can reach from two to three times the required average power, and the "valleys" can arrive to zero. The exact values depend again on the way, traffic conditions and driver's driving way. The simple reduction in the engine dimensioning, for instance, fueled by diesel, and in the dimensioning of the generator, that, instead of being dimensioned to supply the "peak" powers need only to supply the way average power, what implies in consumption and pollution, as already indicated. Other objective and additional advantages of the applicability of the present invention will be shown in the detailed description bellow, taken in conjunction with the attached drawing. Figure 1 shows in a schematic way the operation system of a hybrid vehicle, as well as its devices for power supply and accumulation. In figure 1, we present in a simplified way the functional components shown in a schema form in order to ease the understanding of the work and control components inter-related with the global system working. The hybrid traction system described herein has on board a electric power double source, namely: A motor-generator set with an internal combustion engine (1) that drives a generator (2) (usually an alternator) , identified on figure 1 as M (internal combustion engine) and G (generator / alternator) . A battery set or energy lung (3) , as seen on figure one, hereinafter identified as BAT. The engine-generator set function is to provide electric power to the electric engine (4) identified on figure 1 and hereinafter as ME. This electric engine (4) is the only engine to traction the vehicle, and under to instance the internal combustion engine (1) participates in the function of driving the vehicle wheel. As one can see on the figure, the electric engine (4) ME, is connected to a speed reducer (5) which, by its turn, is directly connected to traction wheels (6) of the hybrid vehicle. In other words, the vehicle traction is always made by the electric engine (4) and in no instance the internal combustion engine (1) directly participates in the tractor shaft drive. The energy lung function (3) or battery bank BAT is to accumulate electric power, to be used only in the moments of high energy demand, as, for instance, during quick accelerations or ramp ascending. The internal combustion engine (1) is always kept in rotation or constant angular speed during all operating ranges of the hybrid vehicle, by means of the rotation regulator (7), hereinafter identified as RR, in accordance with diagram on figure 1. This regulator (7) makes possible the internal combustion engine (1) to work always in the same rotation, regardless the power required by alternator (2) generator G. This characteristic of constant rotation provides significant improvements on the pollutant emission and fuel consumption, as the internal combustion engine can be optimized to this operating range, and is not submitted to accelerations and decelerations usually required in the traffic operations . In a generic way, the functioning of the system is processed on the following manner: - the internal combustion engine (1) M provides the required power, at a constant rotation, to the alternate current generator (2) . The power in the form of alternate current generated by the generator (2) is rectified by means of rectifier (8), also identified in the figure as RET and turned into direct current. By its turn, this demand of direct electric current is required by the traction electric engine (4) ME by the demand of speed control (9) hereinafter identified as SCV, which is operated by the driver of the hybrid vehicle, depending on the acceleration, deceleration, ascensions and passing, in short, on traffic conditions and traffic conditions and driving conditions of the vehicle. In situations such as ramp ascension or passing, where the power required by the electric engine (4) is higher than the electric power capacity of electric power of the generator group, as called the assembly internal combustion engine (1) and generator (2), comes into action, as a complement of the latter, the battery bank (3), being all this system managed by a control electronic system (10), hereinafter identified as "SEC". In a more specific manner, the electronic system SEC may be explained as follows: The electric engine (4) requires that a given electric power be delivered, in order to perform the function that is required from it by the driver of the hybrid vehicle at every moment (accelerate or brake) . In this way, when the driver positions the accelerator pedal, which is directly connected to the speed control (9), until a given position (for instance, 30% of its total course) , in reality is requesting a given acceleration of the vehicle (30% of the maximum design speed, in the example given) . So, the electronic control system (10) receives the information about the accelerator, and responds to the driver control acting on the armature chopper controlling it to increase the armature current of the traction electric engine (4) . At the same time, as the electric engine (4) increase its speed, the control electronic system (10) acts on the traction (4), allowing the traction electric engine armature voltage increase (4). Therefore, we have the increase of the power transmitted to the tractor shaft up to achievement of the desired acceleration. The breaking is started when the driver presses the brake pedal. During breaking, the inverse sequence occurs. The acceleration during breaking becomes negative, the accelerator pedal is in its rest position and the electric engine (4) starts to generate power, instead of absorbing it. The absorbed electric power, as well as the generated, are calculated by means of a power electronic detector (not shown on diagram) that receives signals from electric engine armature current detector (4), from an electric engine field current detector (4) and from an electric engine field current detector. A close network system, resident on the electronic control system (10) is in charge of controlling the absorbed or generated power, by means of two choppers, IGBT (that are integral part of SCV (9)), one of them acting on the electric engine armature (4) and the other one acting on the electric engine field (4), making the electric power supplied to it to be the necessary to cause the acceleration required by driver when he first pressed the accelerator up to a given position or that the electric power generated, in case of deceleration and/or breaking, is sent to battery bank (3) for recharge. All these detectors allow calculation of the instantaneous power and of the traction electric engine speed. The control electronic system (10) acting on the control of voltages and currents that go through the several components of the system, works with six (6) regulators, with closed network, acting simultaneously and in a coordinate way, namely: - an electric engine armature current regulator (4) an electric engine field current regulator (4) and an electric engine armature voltage regulator (4) jointly control the torque and the speed, and therefore, the power absorbed or generated by the traction electric engine (4). A voltage regulator (11) of the generator (2) is in charge of the control of voltage generated by generator (2) , which is maintained constant regardless the charge supplied by it. A maximum current regulator of the generator acts to limit the maximum current supplied by generator (2) and its function is to protect it, avoiding it to supply currents above its maximum design value, and, at the end, a maximum charge current regulator of the battery bank has the function of limiting battery charge regimen, avoiding them to be damaged by excessive charge currents. This regulator acts on the generator (2) and reduces the output voltage whenever the charge current approaches a dangerous value. Relating to the rectifier (8) output voltage regulator, which function is to maintain constant voltage for feeding the electric engine (4), regardless of its charge, it must be noted that this control is made by means of a voltage regulator by closed network (11) - RV, that acts in a generator field (2) and that uses generation armature voltage detector as re-feeding signal. The generator field current is, then, controlled by means of a chopper with IGBT, that responds to the controls of the voltage regulator (RV 911) , always trying to keep armature voltage constant, regardless of the charge fluctuations (demand of the electric engine "ME") . The generator (2) voltage is only reduced if excessive currents of battery charges are verified. This function is performed by the maximum current regulator of the battery bank (3) as mentioned above. As a final remark, it must be emphasized that the battery is recharged whenever there is a "surplus" of the power generated by the alternator (or by the traction engine) , in the moments where the power demand for traction is small, i.e., in ramp descending or during braking. In addition to the previous explanations, it is clear that the proposed hybrid vehicle autonomy will not depend on the (small) power accumulated in the battery bank, but only on the fuel quantity available on the tank and on the consumption of the chosen combustion engine. In turn, the consumption will depend on the engine power and on the characteristics of the way, similarly to a conventional vehicle, for instance, a diesel moved vehicle.

Claims: CLAIMS 1 - Operation system of a hybrid vehicle, hybrid vehicle operated by the system and power supply and accumulation for the hybrid vehicle, being the system constituted by an internal combustion engine (1) a traction electric engine (4), electric power storage means, such as a battery bank (3) for supply of this electric engine and of an electric power generator (2), characterized by an internal combustion engine (1) that works in a constant rotation, acts mainly driving the generator to turn the mechanical power into electric power to drive of the electric engine (4) or to supply a charge reservation for the battery bank (3), the electric engine (4) is the only traction means for the hybrid vehicle, being fed by the generator (2) and by the battery bank (3) in occasions of maximum power requirement, being directly connected to the traction shaft of the hybrid vehicle by means of a driving system for the vehicle traction wheels and being also connected to a vehicle speed control system, which will define the power need to be required by electric engine (4), battery bank (3) acts as an "energy lung", i.e., providing the requested power for the electric engine drive (4) only during its power "peaks" and, in the same way, the battery bank (3) acts accumulating exceeding electric power generated by the generator group (2), internal combustion engine (1), electric generator (2), and be equipped with a charge control system to avoid overcharges of the battery bank (3); the generator (2) being provided to operate in equipotency relation to the internal combustion engine (1) and acting as power source of the hybrid vehicle, together with the battery bank (3) ; the load and speed charge system is part of the vehicle electronic control (10). 2 - Operation system of an hybrid vehicle, in accordance with claim 1, characterized by an internal combustion engine (1) working at a constant rotation and variable charge. 3 - Operation system of a hybrid vehicle, in accordance with claim 2, characterized by constant rotation of the internal combustion engine (1) being near the engine maximum torque rotation. 4 - Operation system of a hybrid vehicle, in accordance with claim 1, characterized by an internal combustion engine (1) driving the power generator (2) and so turn the mechanical power into electric power for constant feeding of the traction electric engine. 5 - Operation system of a hybrid vehicle, in accordance with claim 4, characterized by a surplus of the power generated by generator (2) not used by the electric engine (4) being stored in the battery bank (3) . 6 - Operation system of a hybrid vehicle, in accordance with claim 1, characterized by an internal combustion engine (1) presenting dimension and power and weight reduced as compared with power, dimensions and weight that would be required as a function of the design power required for the traction electric engine (4 ) 7 - Operation system of a hybrid vehicle, in accordance with claim 6, characterized by the fact that the difference between the designed power of traction electric engine (4) and the power used for the internal combustion engine (1) is supplied by the battery bank (3) . 8 - Operation system of a hybrid vehicle, in accordance with claim 1, characterized by the fact that the internal combustion engine (1) works in the work average power range required by the traction electric engine. 9 - Operation system of a hybrid vehicle, in accordance with any of claims 6, 7 or 8, characterized by the fact of the internal combustion engine (1) work in the power average, so allowing its dimensioning to be designed for the average work power, so causing the achievement of more reduced dimensions . 10 - Operation system of a hybrid vehicle, in accordance with claim 9, characterized by the fact that the internal combustion engine (1), to work in the average power, presents low fuel consumption. 11 - Operation system of a hybrid vehicle, in accordance with claim 9, characterized by the fact that the internal combustion engine (1), because of working with constant rotation, have reduced the pollutant emissions. 12 - Operation System of an hybrid vehicle, in accordance with claim 9, characterized by the fact of the internal combustion engine (2), due to work in the average power, has reduced noise emission. 13 - Operation system of one hybrid vehicle, in accordance with claim 1, characterized by a generator (2) working in equipotency of the internal combustion engine (1) . 14 - Operation system of a hybrid vehicle, in accordance with claim 1, characterized as being an integral part of the generator group and electric power supply of the hybrid vehicle, jointly with the battery bank (3) . 15 - Operation system of a hybrid vehicle, in accordance with claim 6, characterized by the generator (2) presenting reduced dimension, as well as the internal combustion engine power reduction was achieved (1) . 16 - Operation system of one hybrid vehicle, in accordance with claim 1, characterized by a generator (2) being controlled by a control system (10) that keeps the constant voltage and the internal combustion engine (1) torque, as a function of the electric engine (4) consumption 17 - Operation system of a hybrid vehicle, in accordance with claim 1, characterized by battery bank (3) acting as an "energy lung" , receiving and accumulating power when the power generated by the generator (2) is higher than the power requirements of the traction electric engine (4) and supplying power for the traction electric engine (4) in the occasions of maximum power. 18 - Operation system of a hybrid vehicle, in accordance with claim 1 or 17, characterized by a battery bank (3) supply the electric power to the electric engine (4) from the moment that the group internal combustion engine (1) / generator (2) reach the maximum power on. 19 - Operation system of a hybrid vehicle, in accordance with claim 18, characterized by a power supplied by the battery bank (3) complementary to the required power for the operation of the electric engine (4) when acting close or within the maximum power . 20 - Operation system of an hybrid vehicle, in accordance with claim 17, characterized by a battery bank (3) having reduced dimensions due to its condition of supplying power to the electric engine (4) only during occasions of maximum power. 21 - Operation system of a hybrid vehicle, in accordance with claim 1, characterized by a battery bank (3) having a charge control system in order to prevent the overload to the battery bank. 22 - Operation systems of a hybrid vehicle, in accordance with claim 2, characterized by a speed control system (9) of the electric traction engine (4) that, by means of the acceleration position of the hybrid vehicle defines the quantity of electric power required to meet traction electric engine (4) requirements . 23 - Operation systems of a hybrid vehicle, in accordance with claim 1, characterized by an electronic control system (10) that receiving information from the speed control signal (9), of the rotations regulator (7), from the voltage regulator (11) and from the battery bank (3) allows the management of the whole system, so providing operability and conductibility to the hybrid vehicle. 24 - Hybrid vehicle adding the operation system of a hybrid vehicle, mentioned in claim 1, characterized by a referred vehicle to be moved by traction only by the electric engine (4) when it is requiring power close or equal to the electric engine maximum power (4) 25 - Hybrid vehicle in accordance with claim 24, characterized by a battery bank (3) works as a "energetic lung", operating to provide power for the electric engine (4) when operating in power "peak" situations, and being the referred battery bank (3) recharged when the traction electric engine (4) is operating in regimen of average power or in situations of no-power requirement, such as situation of decelerations and/or ramp descending, as well as in occasions with the vehicle on, but stopped. 26 - Hybrid vehicle in accordance with claim 24, characterized by the possibility of being of light type, such as passenger vehicles, or of heavy type, such as collective vehicles, e.g. bus. 27 - Hybrid vehicle in accordance with claim 26, characterized by the use of any type of fuel for the internal combustion engine, (1) proper for light vehicle or heavy vehicle, such as diesel for the heavy vehicles. 28 - Hybrid vehicle in accordance with claim 24 or 27, characterized by having autonomy linked only to the fuel tank capacity required to operate the internal combustion engine (1) , as the hybrid vehicle traction element is exclusively the electric engine (4) and this is fed by generator (2), and only occasionally by the battery bank. 29 - Hybrid vehicle in accordance with claims 10 or 24, characterized by presenting low fuel consumption, due to the internal combustion engine (1) working within the average power range, and with constant rotation. 30 - Hybrid vehicle in accordance with claim 11 or 24, characterized by presenting low air pollutants emission, due to the internal combustion engine (1) working in constant rotation, in addition to operating within the average power range. 31 - Hybrid vehicle in accordance with claim 12 or 24, characterized by presenting low sound pollution, due to the internal combustion engine (1) working in constant rotation and operating within the average power range . 32 - Hybrid vehicle in accordance with claim 24, characterized by being equipped with an electronic management system, or Control Electronic System SEC (10), that through signal sent by detectors of control subsystems such as the Speed Control System (9), The Rotation Regulator System (7) and Voltage Regulator System (11) , manages all the operationality of the hybrid vehicle. 33 - Power supply and accumulation device provided in a hybrid vehicle operated by operation system of a hybrid vehicle, as described in claim 1, characterized by the mentioned device is a battery bank (3) , provided in the referred hybrid vehicle, to act as an "energy lung", supplying electric power to the electric engine (4) when operating in power peak situation, and accumulating power when the traction electric engine (4) is operating in a regimen of average power or of no-requirement of power. 34 - Device in accordance with claim 33, characterized by hybrid vehicle incorporating the mentioned device being a hybrid bus . 35 - Device in accordance with claim 34, characterized by the hybrid bus having as power source of the internal combustion engine, diesel fuel.

Inventors: ALBUQUERQUE DE SOUZA E SILVA A, ALBUQUERQUE DE SOUZA E SILVA, ANTONIO, VICENTE,
Applicants: ALBUQUERQUE DE SOUZA E SILVA A, AUTO VIACAO ABC LTDA, TRANSP A CONSULTORIA EM TRANSP, ALBUQUERQUE DE SOUZA E SILVA, ANTONIO, VICENTE,, AUTO VIACAO ABC LTDA., TRANSPORTA CONSULTORIA EM TRANSPORTES LTDA.
Application year: 2000
Main classification: B60K
IPC codes: B60K6, B60L11, B60W20