WO2000051840A1

WO2000051840A1 - Vehicle for passenger transport on roads and rail

Info

Publication number: WO2000051840A1
Application number: PCT/CZ2000/000011
Authority: WO
Inventors: Jiři HOFMAN; Viktor KÖNIG
Original assignee: Hofman Jiri; Koenig Viktor
Priority date: 1999-03-02
Filing date: 2000-03-01
Publication date: 2000-09-08
Also published as: CZ9900708A3; CZ295834B6; AU2792900A

Abstract

Coupémobile is a self-propelled wheel road car (transport module), designated for about 4-5 passengers. Its length (max. cca 230 cm) provides just sufficient arrangement of two seats behind and / or in opposite direction, its width (max. cca 200 cm) provides an access to front seats from rear part trough gangway, which leads by the drivers seat, and its headroom (max. cca 190 cm) enables at least in a part of coupémobile just sufficient access from main door to all seats and upright or almost upright movement for people of normal height. Coupémobile is equipped with its own drive and luggage area as well. The front and the back axles can slide outside of the ground area coupémobile in order to increase the gauge and clearance during self-propelled transport at higher speed. Coupémobile can be equipped in the front and in the back with couplers for joining of more coupémobiles for city and intercity transport by own power. Coupémobile can be fitted in the roof area with grips for fixing and lifting by suitable conveyors. Thanks to the small length coupémobiles can be loaded and unloaded to the special railway coaches from the side by their own power.

Description

VEHICLE FOR PASSENGER TRANSPORT ON ROADS AND RAI L Technical Field

The invention concerns the area of transport, namely passenger transport on roads and rail.

Background Art

Self-propelled transport modules are cars, that is for example common cars, small cars adapted for city transport or camping cars. None of these cars dimensions enable at the same time easy parking in cities and accommodation with at least limited comfort in sitting and lying position and limited movement in an upright position.

None of the commonly existing adequately comfortable cars does not have length small enough to enable transport on a rail car transversally to the direction of train movement.

The above mentioned cars do not have grips for special manipulators enabling efficient parking in places inaccessible by road and are not fitted with equipment which would enable operation of more cars in a set. Therefore they are not adapted sufficiently for use in cities.

Apart from cars for city transport the above mentioned cars are not very suitable for installation of environmentally-friendly electro-drives.

(Self-propelled transport modules are also kupemobils according to the PV 3949-97 invention whose small ground plan dimensions, small length and sufficient height enable quite easy travelling and parking in cities, transport in rail cars transversally to the direction of movement as well as quite comfortable accommodation in the kupemobil also when not providing transport. The disadvantage of the kupemobil according to this invention is that it does not enable easy handling by parking manipulator, that it does not have the possibility of adding a supplementary power source and that it is not adapted for coupling into sets.) Disclosure of Invention

The above mentioned imperfections are resolved by kupemobil, a special car which is equipped like cars with its own drive and all the additional equipment necessary for transport on common roads whose dimensions and functions are unlike those of a car adapted more for comfortable accommodation of passengers and for minimalization of the ground plan dimensions and less for minimalization of front resistance and power consumption because the preferred mode of the kupemobil transport for longer distances is its transport on rail or in sets. The kupemobil differs from modern cars especially in the way that its dimensions are designed in such a manner to ensure minimum length of the kupemobil and enable transport on a special rail car transversally to the direction of train movement while maintaining the longitudinal through gangway and at the same to enable comfortable transport of 4 to 5 passengers as well as comfortable accommodation of all or some of the passengers in sitting or lying position during transport or when parking. In order to meet these requirements it is necessary, apart from the significant reduction of the length, to adjust to a certain extend the width of the kupemobil, increase its height and newly arrange the passenger boarding and location of the luggage area and drive. Furthermore, forward-sliding axles can be used in order to increase the gauge and clearance during self-propelled transport at higher speed. For longer-distance transport the kupemobil can be fitted on the outer side with a supplementary power source. The kupemobil is also in the roof area fitted with grips for fixing of a manipulator enabling suspended transport. The kupemobil can also be fitted with equipment allowing coupling of several kupemobils into sets as well as with equipment enabling multiple operation.

The kupemobil resembles thanks to its dimensions and interior arrangement a "kupe" (=compartment) of a rail coach which is what its name has been derived from. The length of the kupemobil is shorter or nearly equal to the half of the length of a car of middle class (max. approx. 230 cm), and therefore it can be transported in a rail car with its longitudinal axis positioned transversally to the direction of train movement while mamtaining the longitudinal through gangway in the rail car. The width of the common kupemobil is either bigger or equal to the width of a car (approx. 190 cm) and allows boarding on the front seats via a gangway between them. The height of the kupemobil is smaller than the height of the area for transport of cars and/or transport modules (approx. 190 cm) and enables upright or nearly upright movement inside the kupemobil for people of normal height. The whole ground plan area of the kupemobil is used to provide seating for the passengers. The rear part contains a bench providing comfortable seating for 3 people or if adapted adequately comfortable lying space for 1 person. The front end contains 2 seats, one of which is the driver's seat. These seats are rotating which is made use of mainly during the journey on a train and when the kupemobil is used as temporary accommodation. The seats have reclining back rests and are suitable to be adapted for sleeping. Thanks to the sufficient height of the vehicle and the rotating front seats with a gangway between them it is enough to have a single door located in the middle of one side wall providing adequately comfortable boarding and disembarking of passengers. The main luggage area is situated above the rear seats and is accessible both from the inside and outside. Another luggage area can be situated above the windscreen.

The vehicle own drive equipment, the power storage equipment and the spare wheel are located underneath the rear seat. Kupemobils, which are required to reach higher speeds during their self-propelled transport on roads, are fitted with wheel hangers for gauge increase. If the front axle is slid forward an area is formed between the front wheels which at the same time serves as a deformation zone during a possible front impact.

The roof section of the kupemobil is fitted with grips arranged to enable easy handling by a special manipulator.

Kupemobil is a type of car adapted to the following requirements:

- kupemobil is a means of transport designed for comfortable and safe self-propelled short- distance transport of 4 - 5 seated passengers. It further serves as a transport unit for comfortable medium- and long-distance transport of passengers with the help of other means of transport, especially with the help of special cars for rail transport. Kupemobil also enables independent medium- and long-distance transport using supplementary drive

- kupemobil thanks to its dimensions (especially the width and height) and layout enables comfortable accommodation during day as well as quite unlimited movement in an upright position of all passengers during its non-self-propelled transport WO 00/51840 pcT/czoo/oooπ

kupemobil thanks to its dimensions and layout provides comfortable environment for administrative work, rest and sleep for two adults or two adults and a smaller child kupemobil thanks to its dimensions (especially the length and height) meets the need for transport of kupemobil on a special rail car where kupemobil longitudinal axis is arranged transversally to the longitudinal axis of the rail car kupemobil can be fitted with environmentally-friendly drive that is electric and fed from an accumulator or combined where the power source is provided by a generator driven by an internal combustion engine combined with an accumulator for coverage of output peak times and for travelling in residential areas kupemobil enables coupling into sets consisting of two or more units kupemobil enables easy handling by a special manipulator for suspended transport of kupemobil

Principal parameters length max. approx. 2300 mm width approx. 1900 - 2000 mm height max. approx. 1900 - 2000 mm

(according to the rail car designed for transport of kupemobils) max. speed approx. 100 km h (when using its own drive) max. speed approx. 130 - 150 km/h (when using supplementary drive and when coupled in a set) acceleration 0 to 100 km/h up to approx. 15 s radius of action min. approx. 100 up to 300 km

(when using its own drive) min. approx. 500 km (when using supplementary drive) Brief description of the drawing

The kupemobil is described in greater detail on the attached drawings. Drawing no. 1 depicts the outline of the kupemobil as seen from the driver's side in parking, stationary or transport mode with the wheel hangers slid in and the seats turned face-to-face. Drawing no. 2 shows the outline of the kupemobil as seen from the side of the door in running mode with the wheel hangers slid out, seats in facing configuration and supplementary drive. Drawing no. 3 depicts the front view of the kupemobil. Drawing no. 4 shows the rear view of the kupemobil. Drawing no. 5 shows the ground plan of the kupemobil with the seats in facing configuration. Drawing no. 6 depicts the ground plan of the kupemobil with the table and the seats turned face-to-face. Drawing no. 7 shows the ground plan of the kupemobil adapted to provide sleeping accommodation for two people. Drawing no. 8 shows the ground plan of the kupemobil adapted for 1 person with a bed, a seat and a table.

Detail description

Drawings nos. 1 to 6 depict the kupemobil with the length of approx. 2200 mm, width of approx. 1900 mm and height of approx. 1900 mm. The kupemobil resembles a train compartment (= "kupe") on four wheels 3 or a small private bus. The whole ground plan area is used to provide seating for the passengers. The rear part contains a rear seat (a bench) 17 providing comfortable seating for three people. The front part contains two front seats 18, one of which is the driver's seat, which could be rotated by 180° which will mainly be used during transport of the kupemobil by train or when the kupemobil is used for accommodation or work. The front seats have reclining back rests 1_8 and are adapted to provide sleeping accommodation. Despite its short length the vehicle provides adequately comfortable seating for all passengers, thanks to its bigger height and thus also the possibility of higher level seating. The vehicle has only one door 4 situated in the right side wall. Thanks to the sufficient height of the vehicle as well as the gangway .19 between the front seats this single door is able to provide access to all areas of the kupemobil. The kupemobil own drive equipment consisting of a traction battery 13 and possibly an aggregate 14 and the spare wheel 20 are located underneath the rear seat 17 and the drive equipment provides propulsion of the unguided rear axle 8. The output of the vehicle own drive is sufficient to achieve the speed of approx. 100 km/h, the wheel drive is, however, dimensioned for higher speed. The front axle 9 is a guiding one and is not driven. With regard to the fact that the axle base is short (approx. 1600 mm), which is insufficient for ride at higher speeds, the front axle 9 and possibly also the rear axle 8 are fitted with suspension which will at higher speeds enable to increase base and possibly also clearance to a suitable value. The forward-sliding mechanism is at the same time fitted with equipment for power absorption during front impact. When the rear axle is slid out a small platform 12 is formed behind the back wall of the vehicle which enables transport of larger items. The main luggage area K) is located in the area above the rear seat \1_ and is accessible both from the inside and outside. Another storage area JJ is located above the windscreen 5. Supplementary drive 24 enabling self-propelled travelling for longer distances can be mounted onto the back wall of the vehicle. The roof part contains openings 15 for mounting of grips enabling handling by a special manipulator. Kupemobil assembly groups:

- bodywork

- interior

- running gear and drive

- heating and ventilation special equipment Bodywork

The bodywork consists of a skeleton , bumpers 2 , doors 4 and windows 5.

The skeleton consists of a self-supporting plastic shell of the sandwich type with a lightweight core. The shell thickness (20-30 mm) is sufficient for mounting of common fixing elements (e.g. screw + dowel). The shell material is non-combustible and non-toxic and ensures good thermal insulation and adequate soundproofing. The material has good resistance and impact strength (toughness). When damaged the material does not splinter.

Apart from a possible coating the shell does not require any surface treatment or cover.

In order to ensure easy manufacture and replacement in case of damage it is necessary to consider the possibility of dividing the skeleton into several individually replaceable parts and their connections. Four horizontal openings 15 are located in the roof for mounting of grips for handling.

Two bumpers 2, the front and the rear one, are easily replaceable flexible parts providing protection of the bodywork against damage during normal handling and are part of the forward-sliding axles.

The kupemobil is equipped with one main door 4 located in the right side wall of the bodywork and possibly also with one emergency door 4 in some other side of the vehicle. The main door 4 can be of the sliding-plug type or hinged out-backwards and is fitted with a sash window 5. The door opening extends to the level of the floor 16 and enables easy access also for disabled passengers. The width of the door opening allows passing of a wheelchair. The windows 5 are similar to that of a car. The side windows 5 are predominantly of the sash or horizontally sliding type. The windows 5 are, if possible, fitted with heat-absorbing glass and are as non-transparent as possible from the outside to ensure passengers' privacy. Alternatively the windows 5 can be fitted with Venetian blinds or shades and can also be double-glazed. Interior Main parts of the interior include: a control board 22, a rear seat \1_, two front seats j_8, a luggage area 10 and a storage area JJ, lighting 23 and a table 21.

The space-saving control board 22 is located below the windscreen 5. Apart from the usual on-board equipment it contains a detachable or folding steering wheel, an on-board computer, a stereo, a portable television set, a mobile phone and sockets for other electrical appliances. The rear seat F7 consists of a seat and a back rest enabling comfortable seating for three people. The retractable arm rests are integrated into the back rest. The seat can be slid forward and the back rest can be tilted backwards which enables to form in the rear part a sizeable upholstered horizontal bed or, while using the back side of the seat and the back rest, a sizeable horizontal smooth area. The back rest can also be rotated around the axis of the upper pivots to form a temporary suspended upholstered child's bed or a shelf (the back side of the back rest). The kupemobil own drive is situated underneath the seat. If the kupemobil is equipped with an emergency door in the back wall, the rear seat is divisible. The front seats 18 are arranged in the direction of travel and have sufficient space between them for passengers' passing. The seats have width of approx. 600 - 650 mm and consist of a seat and a back rest. The height of the seat above floor can be adjusted within a wide range and the seat has an adjustable longitudinal gradient. The back rest has an adjustable gradient within the range up to the horizontal position at the level of the seat. The seat can be transversally and longitudinally moved and rotated around the vertical axis by 180° facing the passengers sitting on the rear seat 17 while the person can remain seated during the rotation. Underneath the front seats 18 there is a storage area accessible from above when the seat is tilted. By lowering the back rests and using the rear seat two comfortable beds or a spacious double-bed can be formed.

The main luggage area 10 is situated above the rear seat J 7. This area is accessible from the outside by means of an outward-tilting cover and from the inside by means of an outward- tilting divisible cover. Another storage area U_. is situated in the area above the windscreen 5. This area does not have to be enclosed and is accessible only from the inside. This area also partially serves for the technical equipment of the kupemobil. Other storage areas are located underneath the front seats ___. The control board 22 and the walls contain small storage areas.

The lighting 23 of the kupemobil consists of undemanding power-supply sources. Each seat is fitted with an independent lighting source. The central lighting source is fitted with an accumulator and can be dismantled from the vehicle and used outside.

The side wall which does not have a door has a sizeable folding table 2J_ attached to it in front of the rear seat 17. The top of the table is fitted with an easily washable anti-skid surface.

The left or right rear corner can, instead of providing one seating place, contain a corner case designed for a specific purpose (administrative, tools or camping equipment storing etc.). This case can be easily and quickly removed as one compact unit. Running gear and drive

The running gear consists of a non-powered front guiding axle 9 and a powered rear axle 8.

The front axle 9 consists of two independent suspended and guided wheels 3. Each wheel 3 is equipped with an efficient brake. The wheels 3 are fitted with special hanger enabling the front axle to slide forward by several hundred millimetres. This measure allows base increase with a view to improving the running properties, possible increase of clearance as well as protection against impact. Drive of this forward-sliding mechanism serves at the same time as a deformation member.

The rear axle 8 consists of two independent suspended driven wheels 3. Each rear wheel 3 is equipped with an efficient brake and fitted with one electromotor with constant transmission functioning also as an efficient electro-dynamic brake. The power supply for the electromotors is provided by either a traction battery 13 or an aggregate 14 driven by an environmentally-friendly internal combustion engine supplemented by a traction battery 13 for transport in cities and for coverage of output peak times. The constant output of the aggregate 14 is dimensioned for travelling at constant speed of approx. 100 km/h. The electromotors have the rotor fitted with permanent magnets and have adequate output reserve. Their constant output is sufficient for the kupemobil travelling at constant speed of approx. 130 up to 150 km/h.

The drive further consists of separate transistor electronic regulation of output and speed of each electromotor, an accumulator brake resistor and a fuel tank for the aggregate. Separate regulation enables functioning of the differential and possibly also functioning of vehicle curve negotiation control. The entire drive equipment is located underneath the rear seat 1_7 and is accessible from the outside when the cover 6 is disassembled and when it is slid backwards. Supplementary drive 24 can be mounted onto the back wall of the kupemobil. When braking by means of the electro-dynamic brake the generated electric power is used preferentially for recharging of the traction battery JJ and during heating season for warming- up the heaters of the heating and air-conditioning unit. The remaining power is wasted in the brake resistor. Cooling of the electromotors and the brake resistor is by means of air or water.

Heating and ventilation

The heating and air-conditioning unit with an efficient ventilator is situated above the windscreen 5. The evaporator equipped with environmentally-friendly coolant also enables operation of the heating system in the regime of a heat pump. The electric heaters enable air- heating during cold season. Air ducts allow air intake into the area of the windscreen 5, control board air-outlets 22 and into the legroom area of the front seats 18.

The second heating circle consists of ventilators providing cooling of the electromotors which draw the air via electromotors and the accumulator brake resistor into the heating air duct in the area of the rear seat 1_8. When it is not the heating season the flap valve in the air duct leads the warm air outside the heating air duct. Another flap enables to select between drawing the cooling air from the passenger area or the area outside it.

Special equipment

Special equipment includes coupling gear 7 for connection of two or more kupemobils into a set, supplementary drive 24, a supplementary cover, plus a pneumatic-technical and electrical connection 25.

Coupling gear 7 enabling connection of another kupemobil is located in the bumper area 2. When the mechanical coupling gear is used the movement of the coupling rod causes rotation of the front axle of the neighbouring kupemobil. Electric interconnection of kupemobils allows to control drive, braking and exterior lighting (possibly also curve negotiation) of the neighbouring kupemobil or kupemobils. Special electric interconnection enables to carry the current for feeding of several kupemobils. The coupling gear 7 can be mechanical manual or automatic, or alternatively electromagnetic. If it is necessary to transport a kupemobil or a set of kupemobils for longer distances and at higher speeds it is possible to mount supplementary drive 24 with an internal combustion engine and a fuel tank onto the back wall of the last kupemobil. The output of the supplementary drive 24 is sufficient for constant travelling at speed of approx. 130 - 150 km h. The electromotors are operated within the output reserve.

It is possible to install a tent cover attached to the roof grips between two kupemobils whose main doors are arranged face-to-face. The cover consists of waterproof foil.

The pneumatic-technical connection 25 is installed in the roof area near the air-conditioning unit. During transport on a special rail car the kupemobil can be connected to the rail car pneumatic-technical network by means of the above mentioned connection.

The electric connection 25 enables connection of the kupemobil to the on-board network of a rail car, feeding of the kupemobil on-board network and recharging of its battery.

Industrial application

The kupemobil can be operated in the following modes:

1. for transport of passengers (traffic mode)

2. for passenger accommodation during transport (transport mode)

3. for stationary accommodation (stationary mode)

4. parking mode

1 - transport of passengers

The term transport of passengers means transport of passengers in a sitting position when the transported passengers (except for the driver) can rest, listen to music, watch video programmes or read. This mode of transport is similar to transport by cars or inter-city buses. Modes of transport: a) individual city transport b) individual inter-city transport c) individual long-distance transport d) mass city transport e) mass inter-city transport f) combination of all the above mentioned modes

a) - individual city transport

This mode of transport is similar to individual transport by cars with the difference that it uses environmentally-friendly electric drive which at the same time provides the elektromobile with higher acceleration. Another difference is that the shorter length of kupemobils enables higher traffic density and the smaller ground plan area of the kupemobil enables easier parking at nearly double density. The roof grips of kupemobils enable multi-layered parking in parking buildings or parking facilities with the help of special horizontal carriers. Parking density in parking buildings can thus be increased nearly four times.

b) - individual inter-city transport

This mode of transport is again similar to individual transport by cars. Because of the lower maximum speed and the lower radius of action the transport by kupemobils without a supplementary aggregate is suitable only for shorter distances. Combined drive is the preferential drive with the aggregate driven by an internal combustion engine. Supplementary drive can be used for this mode of transport.

c) - individual long-distance transport

This mode of transport is suitable especially for individual 'cognitive' tourism or acquisition trips where the distances between destinations of individual stages of the journey are not very large (e.g. 200 - 300 km). For this mode of transport it is possible to use supplementary drive and kupemobils coupled into short sets (especially two kupemobils). d) - mass city transport

Individual city transport by means of kupemobils will allow higher traffic density, but itself is not likely to make individual traffic too much faster. Mass transport on an independent body or in a dedicated traffic lane will remain the fastest mode of transport in cities. Sets assembled from approx. 8-10 kupemobils adapted for this purpose will be able to make priority use of this traffic lane for rapid transport between the initial and terminal station. The initial station will have a dedicated lane where kupemobils will arrive individually and will be coupled into sets. As soon as the prescribed length of the set is reached it will be allowed to enter the dedicated lane in which it will transfer without stopping to the terminal station where it will be uncoupled again into individual kupemobils which will continue their journey independently. Drivers of kupemobils using this mode of travelling will have to undergo special training for this mode of transport. Another possibility of guiding the set of kupemobils along the adapted special dedicated lane is to mount an automatic guidance equipment onto the front end of the first kupemobil in the set. It will be necessary to consider whether kupemobils occupied by only one passenger should be allowed to join this mode of traffic or whether a minimum number of passengers should be prescribed. This mode of transport will allow to combine the advantages of privacy of individual transport with the advantages of mass city transport residing in the possibility to use dedicated lanes and in the possibility to transport a larger number of passengers on the same road. A variant of this mode of transport could be sets guided by a special lead vehicle operated by an employee of a transport company. This vehicle would be fitted with electric power source (e.g. overhead line) for kupemobil propulsion, with information system and possibly also facilities for transport of people with impaired mobility. It would also be possible that a transport company employee would take over the operation of the first kupemobil in the set. A set of this type would pass through the entire journey including the stops and would transport normal passengers as well. This would, of course, have to be approved by the owners of the kupemobils. The compensation for providing free transport area for mass transit would be the right to share in the collection of travel fares. The owner of a kupemobil who is interested in this mode of transport would borrow against advance from the transport company a data processing unit which would at the same time provide boarding passengers with information regarding the number of free seats in the kupemobil. A passenger would purchase a smart card from the transport company which would allow him/her to travel a certain number of kilometres. On boarding the passenger would enter the smart card into the data processing equipment which at the same time would reduce by one the number of signalled free seats. On disembarking the passenger would collect the smart card. This will increase the number of signalled free seats and a relevant number of kilometres will be subtracted from the smart card and at the same time entered into the data processing equipment. The owner of the kupemobil will submit from time to time the data processing equipment for control to the transport company and will collect the appropriate share of travel fares. This mode of transport enables to reduce the cost of means of transport for mass city transit and increase its density. It also enables better utilization of private kupemobils. The transport company in this way becomes a co-ordinator and utilizer of private kupemobils. e) - mass inter-city transport

Mass inter-city transport of kupemobils is similar to mass city transport with a lead vehicle which is equipped with an efficient aggregate propelled by an internal combustion engine. The advantage of this mode of transport is that the driver of the kupemobil can make use of the journey time for other activities or rest. Another advantage is lower power consumption than during individual transport as well as full power storage in the terminal city (important particularly for electromobiles).

Also in this case it is possible to couple kupemobils in random in a parking area near a main road as well as travel between cities without a special lead vehicle while using own power. f) - combination of all the previously mentioned modes

All the previously mentioned modes can be combined in such a way that in both the initial and final destination of the journey the kupemobil is used individually and in the meantime it is transported by other means.

2) - passenger accommodation during transport

The term passenger accommodation during transport means transport of passengers in sitting or lying position when all the transported passengers (including the driver) can rest, listen to music, watch video programmes or read as well as carry out administrative work or sleep. Modes of transport: a) by means of special rail cars b) by assembling automotive trains a) - transport by means of special rail cars

Special double-deck rail cars, where one deck is designed for transport of kupemobils and the other deck for transport of common passengers, enable boarding and disembarking of the kupemobil passengers together with the kupemobil not only in the initial and final station, but also in the mid- way stations with distances between them of approx. 50 - 100 km. The loaded kupemobil can be connected to the pneumatic-technical as well as electric network of the rail car and can be inhabited also during transport. Part of the passengers can also for transport make use of the areas designed for common passengers and, thus, all the kupemobil passengers can sleep comfortably during transport. During transport the passengers can also make use of other train facilities, such as toilets, the diner or various services. This mode of transport provides the following possibilities:

- one-day business trips to destinations within a distance of approx. 150-700 km with guaranteed operational mobility in the final destination while making use of the journey time for administrative work or rest

- one-day business and tourist trips to destinations within a distance of approx. 700-1500 km with guaranteed operational mobility in the final destination while using the night time for transport

- individual 'cognitive' and 'residential' tourism to more far-away destinations (approx. 500-3000 km) with guaranteed operational mobility and accommodation in the final destination

- acquisition trips

High density network of trains with special cars and thorough information and booking system on roads near the rail terminals enabling boarding and disembarking with kupemobils allow operative decision-making of the kupemobil passengers as regards using rail transport. Moreover, it creates almost continuous opportunity for transport of common passengers without their own cars or kupemobils as the capacity of the deck for transport of common passengers is larger than the capacity of the deck for transport of cars or kupemobils. This fact can lead to an increase in the share of passengers without cars or kupemobils. b) - assembling of automotive trains

This mode of transport enables long-distance transport (approx. 500 - 2000 km) of a set consisting of a lead vehicle and approx. 8 kupemobils where each kupemobil has 2 - 3 passengers. The lead vehicle is equipped with an aggregate with an adequately efficient internal combustion engine and with some facilities for the passengers during stopping intervals (e.g. toilet, water storage, kitchen corner etc.). During transport the kupemobil passengers can sleep or rest. This mode of transport is suitable especially for 'cognitive' or 'residential' tours where in a stage or final destination the passengers use the kupemobil for accommodation as well as for minor individual transport.

3 - stationary accommodation

The term stationary accommodation means accommodation of max. two or three passengers - 2 adults and a small child - in sitting or lying position when all the passengers (on a short- or long-term basis) can devote their time to resting, listening to music, watching video programmes or reading as well as doing administrative work, studying or sleeping.

With the increasing number of kupemobils fixed building facilities will be established enabling longer-term stay of kupemobils and their connection to networks. Part of these facilities will be especially sanitary facilities, areas for social activities and various services (a diner, a self-service laundry and a pressing shop etc.).

Examples of various types of application of kupemobils in stationary mode: work meetings temporary work places accommodation during tourism accommodation on business trips accommodation in a far-away work place -instead of a hostel- increased work force mobility accommodation in a place of study - instead of accommodation in a hall of residence temporary accommodation 4 - parking mode

The advantage of the kupemobil are its small ground plan dimensions which enable during common parking to nearly double the parking capacities of cities and towns. The advantage which brings faster traffic is also the possibility to park almost everywhere in vertical direction to the side of the road (thanks to the small length of the kupemobil). All kupemobils are fitted in the roof part with standard grips for manipulation equipment which enables easy handling in parking areas.

One of the possibilities how to significantly increase parking space is to roof footpaths. The top part of the roof will then provide parking space for longer-term parking of kupemobils. The strip of road along the footpath is designed for short-term parking only (up to approx. half an hour), longer-term parking is provided by the area on the roof of the footpath. Each such roof parking area has to be fitted with a manipulator. The manipulator will hold the kupemobil in a specified place, lift it up to the level of the footpath roof, transport it above a free parking space and subsequently lower it down into the free space. The operation must be fully automatic. Newly-built residential houses can be equipped with manipulators for holding and relocation of kupemobils. The fittings of each apartment can include a spacious lodge which will provide parking space for at least one kupemobil. It is then possible to park kupemobils directly on the lodge of each apartment. This way safe and smooth parking of kupemobils is ensured. At the same time the kupemobil can be used as a part of the apartment.

Claims

PATENT CLAIMS

1. A self-propelled road wheeled means of transport (transport module) for several people named kupemobil whose distinguishing feature is that its length (max. approx.230 cm) enables exactly sufficiently comfortable arrangement of two rows of seats in facing and/or face-to-face layout, its width (max. approx.200 cm) enables access to the front seats from the rear part via a gangway situated next to the driver's seat, its clearance (max. approx.190 cm) enables at least in a part of the kupemobil sufficiently comfortable access to all seats of the kupemobil from the main door and possibly also provides space for upright standing or nearly upright standing of an adult person of average height and that its own drive unit and luggage areas are situated in the area limited by the above mentioned dimensions.

2. The invention according to claim 1 whose distinguishing feature is that the front seats /18/ are rotating in the opposite direction.

3. The invention according to claim 1 whose distinguishing feature is that the front axle 191 is sliding in the forward direction.

4. The invention according to claim 1 whose distinguishing feature is that the rear axle /8/ is sliding in the backward direction.

5. The invention according to claim 1 whose distinguishing feature is that it is fitted with equipment for multiple operation and in both the front and rear part with coupling gear 111 enabling operational coupling of two or more vehicles into a set.

6. The invention according to claim 1 whose distinguishing feature is that it is in its upper part fitted with at least one standardized opening /15/ for a hanger enabling safe suspended transport of empty as well as loaded vehicle by means of special transport equipment.

7. The invention according to claim 1 whose distinguishing feature is that the main luggage area /10/ is located in the upper part of the vehicle above the head level of the passengers sitting in the rear part and the drive unit is situated underneath the rear seats.

8. The invention according to claim 1 whose distinguishing feature is that its additional equipment is supplementary drive /24/ with sufficient output enabling independent travelling of the kupemobil for long distances at sufficient speed.

9. The invention according to claims 3 and 4 whose distinguishing feature is that the sliding equipment of the front axle 191 and the rear axle 181 serves at the same time for absorption of impact energy during impact.

10. The invention according to claim 1 whose distinguishing feature is that the kupemobil length (max. approx.230 cm) is designed in such a way that it is possible to transport the kupemobil on special rail cars intended for transport of kupemobils transversally to the direction of the train movement and that the smallest overall height of the kupemobil (max. approx.200 cm) is smaller that the height of the area for kupemobils of special rail cars intended for transport of kupemobils.