HIGHLY AUTOMATED MODE OF ROAD TRAFFIC

Abstract

Disclosed is a traffic system and method for motor vehicles (F), comprising, on the side of a traffic lane (12b, 12c), a dedicated track (21) in the form of a “U”-shaped gutter receiving, in a highly automated driving mode, one of the side wheel assemblies (16) of a vehicle, and comprising: • a running surface (22) substantially parallel to the surface of the roadway of the traffic lane (12b, 12c), • two side surfaces (23, 31) located on either side and above the running surface (22), one external (23) and the other internal (31) with respect to the footprint of the vehicle (F), the side surfaces (23, 31) being substantially perpendicular to the running surface (22), the internal side surface (31) maintaining the current ground clearance of the motor vehicles, wherein the side surfaces (23, 31) of the track are substantially continuous longitudinally and in that the system comprises a means for crossing the internal side surface (31) by lateral movement of the side wheels assembly (16) at sustained speed.

FIG. 8

Claims

1. A motor vehicle traffic system (F) having on the side of a traffic lane (12b, 12c) a dedicated track (21), in the form of a “U” shaped gutter, receiving in highly automated driving mode one of the side wheel assemblies (16) of a vehicle, comprising: a running surface (22) substantially parallel to the road surface of said traffic lane (12b, 12c), two lateral surfaces (23, 31) located on either side and above said running surface (22), one external (23) and the other internal (31) with respect to the foot print of said vehicle (F), said side surfaces (23, 31) being substantially perpendicular to said running surface (22), said internal lateral surface (31) maintaining the current ground clearance of the motor vehicles wherein said side surfaces (23, 31) of said track (21) are substantially continuous longitudinally and that the system comprises means for laterally crossing said internal side surface (31) by said side wheel assembly (16) at a sustained speed.

2. A system according to claim 1, wherein said means for laterally crossing said internal side surface (31) comprise a ramp (34), generally gently sloping perpendicularly to the direction of traffic, which connects said roadway (12) to the upper end of said internal side surface (31).

3. The system according to claim 1, wherein said lateral crossing means of said internal side surface (31) is obtained by positioning said running surface (22) of said dedicated track (21) at a lower elevation than said roadway (12).

4. The system according to claim 1, wherein said lateral crossing means of said internal side surface is obtained by the combination of: of a ramp (34), generally gently sloping perpendicularly to the direction of traffic, connecting said roadway (12) to the upper end of said internal lateral surface (31) and positioning said running surface (22) of said dedicated track (21) at a lower elevation than said roadway (12).

5. System according to one of claims 2, 3 or 4, wherein said upper end of said internal side surface (31) comprises an auxiliary rolling surface (32), substantially parallel to the running surface (22).

6. System according to claim 5, wherein the front wheel (35) of said side wheel assembly (16) is equipped with auxiliary support means (8) capable, while running at cruising speed, of temporarily relieving the load of said front wheel (35) by taking support on said auxiliary rolling surface (32), said means (8) being retractable by movement between a high position, where it maintains said ground clearance of the vehicle, and a low position where its lower contact point is substantially at the same height as the contact point of said front wheel with the roadway (12).

7. The system according to claim 6, wherein said auxiliary support means (8) comprises at least one roller (38) mounted on a support arm (14) articulated to the axle stub (9) of the front wheel (35) of said side wheel assembly (16).

8. The system of claim 5, wherein said internal side surface (31) and said auxiliary rolling surface (32) are carried by a continuous rail (27).

9. System according to claim 8, wherein said rail has a third surface (30) substantially parallel to and below said auxiliary rolling surface (32), said third surface (30) and said auxiliary surface (32) being pinchable by an emergency braking caliper (40) connected to the vehicle structure (F) to generate a braking force, by friction on said rail (27), which can reach in emergency a high value higher than 1 g (9.81 m/s2), independently of the coefficient of friction between wheel (35, 36) and roadway (12)

10. System according to claim 7, in combination with one of claims 2 or 4 wherein at least said side wheel assembly (16) is equipped with variable height suspensions (51, 52) and that the heights of said suspensions (51): decrease during the lateral ascent of said ramp (34) on a gentle slope, said auxiliary support means then being in a low position as the side wheel assembly (16) moves over the auxiliary rolling surface (32) to position itself plumb with said dedicated track (21), and then increase to land the wheel on said running surface (22), said support means (8) simultaneously rising, resulting in a limitation or even cancellation of the body roll of the vehicle during the lateral entries, at sustained speed, on said dedicated track (21), the reverse sequence being used when extracting said wheels (35, 36) to leave said dedicated track (21).

11. The system of claim 1, characterized by the presence, preferably in front of said side wheel assembly (16), of a sensor for measuring the lateral distance (33), of said assembly (16) from at least one of said outer side surfaces (23, 24), said lateral distance controlling the steering device of the vehicle to maintain, while driving, said side wheels (35, 36) of said side wheel assembly (16) generally centered on said dedicated track (21).

12. The system of claim 8, wherein a “third rail”, powered by a pole of an electrical source, has a lateral contact surface (24) external to said track (21), the return to said source being made by said conducting continuous rail (27), and in that the vehicle is equipped with known means for establishing an electrical connection while driving by sliding/rolling shoes (37, 56) with said “third rail” (24) and said continuous rail (27).

13. The system of claim 9, in combination with claim 12 wherein the yaw torque generated by the emergency braking between: the inertial force (50) on the longitudinal axis of the vehicle, on which the center of gravity of said vehicle is substantially located, and the braking force (49), on said rail (27), is taken up by the torque generated by the lateral forces formed by: the contact force (55) by said sliding/rolling contact (37) on said “third rail” (24) located outside said track and positioned forward of said emergency brake caliper (40), and the caliper bottom lateral contact force (54) engaging said brake caliper (40) on said rail (27).

14. A method for entering and exiting by lateral displacement, at sustained speed, from a open roadway motor vehicle traffic mode to a highly automated traffic mode restricted to a single traffic lane, comprising a dedicated track, in the form of a “U” shaped gutter (21) and placed at the edge of said open roadway, capable of receiving a set of side wheels (16) of said motor vehicle (F) by “vertical landing” to enter and “vertical extraction” to leave, said side wheel assembly (16) being equipped with retractable rollers (38, 39), fixed in a vertically retractable manner to the inner faces of the wheel spindles (9), the lower part of said wheels being, in the lowered position, substantially at the level of the wheel-pavement contact, comprising the steps: to enter: 1. approaching laterally said raceway (21) by action on the vehicle steering, 2. lowering said retractable rollers (38, 39) to temporarily support, by bearing on an auxiliary rolling surface (32) of a continuous rail (27), the weight of the vehicle supported by said side wheel assembly (16) when said side wheel assembly (16) is plumb with said dedicated track (21) 3. raising said rollers (38, 39) to vertically land said side wheel assembly (16) onto said dedicated tack (21); and to exit: 1. lowering said rollers (38, 39) which, by taking support on said auxiliary rolling surface (32) of said continuous rail (27) vertically lift said set of side wheels (16) from said dedicated track (21), 2. actuating the steering to displace laterally towards the open roadway (12) said side wheel assembly (16) 3. continuing the movement until said side wheel assembly (16) is on the open roadway (12), said rollers then being retracted upwardly to restore vehicle ground clearance and allow conventional open road travel.

15. The method of claim 14, wherein at least said side wheel assembly (16) is equipped with height adjustable suspensions (51, 52) and in that the steps for: “entering” comprise during step 3: the suspension height of said side wheel assembly (16) increases simultaneously with the retraction of said rollers (38, 39); “exiting” includes during step 1: the suspension height of said side wheel assembly (16) decreases simultaneously with the lowering of said rollers (38, 39).

Description

[0066] Other characteristics and advantages of the invention will be apparent from the description given below of an example of its implementation. Reference will be made to the appended drawings among which:

[0067] FIG. 1 represents an axisymmetric view of traffic (right) on a two-lane divided highway illustrating two platoons of 3 vehicles traveling in a highly automated mode according to the invention, sharing part of the roadway with conventional traffic.

[0068] FIG. 2 shows a frontal view of two cars travelling in a highly automated mode in opposite directions with their left side wheel assemblies engaged in the respective gutters according to the invention.

[0069] FIG. 3 represents the detail of the gutter allowing the highly automated mode of circulation of FIG. 2, the left wheel of the vehicle being only sketched.

[0070] FIG. 4 represents an axisymmetric view of an electric car equipped with the devices necessary for circulation in a highly automated mode according to the invention with enlarged views illustrating the auxiliary relief rollers.

[0071] FIGS. 5, 7 and 9 represent in axisymmetric views the transition sequence from free driving to driving in a highly automated mode, by crossing the ramp by the side wheel assembly and then landing into the “gutter” according to the invention.

[0072] FIGS. 6, 8 and 10 represent enlargements of FIGS. 5, 7 and 9 with the vehicle in transparency to illustrate the rollers temporarily allowing to relieve the weight of the vehicle during the passage from free mode to a highly automated mode.

[0073] FIGS. 11, 12 and 13 depict, in front view, the coordination of the height adjustable suspension with the lateral movement of the vehicle according to the invention to minimize/cancel body roll when entering and exiting the highly automated driving mode.

[0074] FIGS. 14 and 15 represent in axisymmetric views the disengagement and engagement of the emergency brake caliper on the rail as well as the assembly of the rail in sections.

[0075] FIGS. 16 and 17 show in top view and in axisymmetric view the recovery of the yaw torque exerted on the vehicle during emergency braking

[0076] FIGS. 18 and 19 represent frontal views of dedicated infrastructure of the slide or underground type, advantageously using the reduction of traffic lanes thanks to the highly automated traffic means according to the invention.

[0077] FIG. 1 illustrates a double-lane road or highway “a” with “right-hand” traffic comprising traffic lanes “b” and “c” separated by a concrete guardrail 1 of known “New Jersey” type. Conventionally, one finds successively from the outside to the inside: [0078] the hard shoulder 10b, 10c of variable width; [0079] the “slow” lanes, including the 11b and 11c roadways allowing access to and from the road (not illustrated) with double lanes “a”, usually 3.5 m wide, delimited by two ma lines, usually white, continuous on the right 2b, 2c and discontinuous on the left 3b, 3c; [0080] the “fast” or passing lanes with roadways 12b and 12c, also usually 3.5 m wide, delimited by two marking lines, discontinuous on the right 3b, 3c and continuous on the left 4b, 4c and; [0081] a central roughened strip of about 1 m wide 13b and 13c which can be reduced to 0.5 m in urban or suburban context separates the continuous marking line 4b, 4c from the concrete “Jersey” wall 1.

[0082] Light vehicles D and heavy vehicles E travel on lanes 11 and 12 in a conventional manner, under the control of their drivers, who keep their vehicles substantially centered on the lanes.

[0083] The light vehicles F1 to F6 circulate astride the marking line 4b or 4c in a “platoon” and in a highly automated way, in pseudo 4/5 mode (according to the SAE standard commonly defined by the authorities and the car manufacturers), without requiring any particular vigilance from their drivers, the vehicles F moving astride the marking lines 4b or 4c.

[0084] FIGS. 2 and 3 illustrate a cross-section of the central portion of the road “a”. In the center is the concrete guardrail 1 and two weir gutters 17b and 17c of the known “slot pipe” type of precast concrete comprising a discharge pipe 18 fed by drainage slots 13b and 13c located in the running surfaces 22. The gutters 17b and 17c are buried on either side at the base of the concrete guardrail 1. Vehicles F2 and F4 have their left wheel assemblies engaged in “U” shaped gutters 21b, 21c comprising: [0085] a running surface 22 substantially parallel to and preferably below the roadway 12, resting on the weir gutter 17b or 17c; [0086] an upper branch of the “U”, on the outer side with respect to the vehicle F, formed by a substantially vertical side surface 23 which can advantageously serve as the foot of the concrete guardrail 1, this surface 23 being surmounted by a substantially vertical and recessed “third rail” conductive side surface 24, mounted on an insulating support 25 This insulating support 25 can advantageously house the medium voltage cables 26, supplying the substations delivering the very low voltage to the vertical conducting surface 24. [0087] a continuous rail 27 on the internal side with respect to the vehicle F fixed by the flange of its laminated profile 29 on the weir gutter 17 by bolts 28 which has three continuous surfaces: [0088] a lower continuous surface 30, [0089] a continuous side surface 31 and [0090] an upper auxiliary rolling surface 32,
all three of which are in cornice on the “U” shaped gutter 21.

[0091] On the rail 27, a gently sloping ramp 34 having substantially the height of the rail 27, formed of ramp segments is attached to the rail 29 attachment flange.

[0092] Accordingly, the substantially vertical side surfaces 23 and 31 serve as side edges, in a emergency mode, to keep the side wheels on the track by contact between the side wheel tire sidewalls 35 and 36, or the rim edge in the event of a flat tire, and the side surfaces 23 and 31. This emergency mode only occurs in case of failure of the steering control device (not illustrated) which is already fitted to certain cars with a type 3 automated driving mode. Advantageously, this steering control device is simplified, not requiring optical recognition, and being able to operate with simple lateral distance telemetry, by ultrasonic sensors 33 for example, to keep the front wheel 35 of the vehicle centered on the running surface 22 in highly automated driving mode according to the invention.

[0093] FIG. 4 illustrates a light electric vehicle F that includes the devices necessary for highly automated traffic mode according to the invention. It is a “right-hand drive” vehicle, comprising a left side wheel assembly 16 comprising the following devices specific to the invention: [0094] a lateral distance measuring device 33, advantageously multi-sensor, preferably located in front of the right front wheel 35; [0095] a retractable shoe 37 located at the bottom of the left-hand body; [0096] a crossing means constituted by two assemblies 8, each assembly comprising a roller 38, 39 which can be raised and whose support arm 14 is actuated by the jack 15, preferably electric, being attached to the spindles 9 of the two left wheels 35 and 36 and; [0097] a brake caliper 40, located behind the left rear wheel 36.

[0098] FIGS. 5-6, 7-8 and 9-10 illustrate the sequence of switching from conventional driving under the responsibility of the driver to the highly automated traffic mode according to the invention. The reverse sequence allows disengagement from the highly automated traffic mode according to the invention to conventional driving under the responsibility of the driver.

[0099] In FIGS. 5 and 6, the vehicle F is driving on the conventional lane 12b bordered by two marking lines, discontinuous on the right 3b and continuous on the left 4b. The distance sensor assembly 33 measures the distance between the vehicle F and the concrete guardrail 1. The rollers 38 and 39 are raised as well as the retractable friction shoe 37 and the emergency brake caliper 40 is raised and is located behind the wheel 36. If the system has detected the existence, for example by a geolocation system, of an add-on infrastructure according to the invention, that the distance to the concrete rail 1 is equal to a certain value and that the speed is sufficient, the change of driving mode can be initiated by the driver.

[0100] In FIGS. 7 and 8, the vehicle F, having engaged the change of driving mode, shifts to the left autonomously while driving at cruising speed, the left wheels 35 and 36 cross the marking line 4b and climb the ramp 34, simultaneously the rollers 38 and 39 are lowered by the rotation of the support arms 14 actuated by the jacks 15 and when the wheels 35 and 36 are plumb with the running surface 22, the rollers 38 and 39 resting on the upper rolling surface 32 of the rail 27 temporarily support the load of the wheels 35 and 36. As the rollers 38 and 39 rise, they land the wheels 35 and 36 on the running surface 22.

[0101] In FIGS. 9 and 10, the vehicle F has deployed the retractable shoe 37 located at the bottom of the left-hand body which has come into sliding/rolling contact with the conductive surface 24 which may advantageously be made of aluminum to minimize losses by Joule effect with a steel contact surface, a brush or a rolling/sliding shoe 56 (behind the jack 53) is in contact with the steel rail 27 to establish the return of the current and thus a dynamic electrical power charge in the order of 25-30 kW per vehicle is thus achieved. At the same time the brake caliper 40 has tilted and engaged the rail 27. The roller 41, resting on the rail 27, holds the linings 42 of the caliper 40 close to the three continuous surfaces 30, 31 and 32 without touching them.

[0102] With the high emergency braking capacity, greater than 1 g, independent of the tire/pavement adhesion conditions because the brake caliper 40 pinches the rail 27, the vehicles F1, F2, F3 and F4, F5, F6 can advantageously group together in a platoon with a distance of less than 1 m between vehicles as illustrated in FIG. 1. This allows a substantial increase in the throughput of the traffic lanes 12b and 12c by putting 2 or more vehicles in a platoon. Indeed, with platoons of 3 to 4 vehicles, the maximum throughput in vehicles/hour increases by 250% from about 1,700 vehicles/hour to nearly 6,000 vehicles/hour for the equipped traffic lane. Known devices for measuring close distances, such as ultrasonic devices, maintain reduced “intra-peloton” distances between vehicles, which results in a substantial gain in aerodynamic drag.

[0103] Vehicles grouped in this way can nevertheless leave the platoon at any time by means of a communication device between the vehicles of the “Wi-Fi”, “Bluetooth” or similar type. Indeed, before a split-lane junction, and not a simple exit that will in any case require a resumption of the conventional traffic mode, if the vehicle needs to take the right-hand branch, it will have to leave the highly automated traffic mode and will only be able to re-engage the highly automated traffic mode when it has entered the right-hand branch. The vehicle wishing to leave the platoon informs the vehicles in front and behind, which will automatically reduce or increase their speed to re-establish the required 2-second separation distance. For example, in the case of a speed of about 120 km/h, it will take about ten seconds to re-establish this regulatory distance allowing the exit of the platoon and the highly automated traffic mode according to the invention. When a large portion of the traffic is in the highly automated traffic mode according to the invention, and if the side lines are well detectable, a vehicle also equipped with level 3 autonomous driving will be able to carry out, without the driver's intervention, but under his vigilance, the maneuver of disengagement of the wheels 35 and 36 from the gutter 21 before the junction, then the change of lane to take the right branch of the junction in free mode, and then the re-engagement in the gutter 21 of the right branch. Reference beacons located on these junction zones can help the basic autonomous system, since it is level 3, to locate the vehicle precisely in relation to the infrastructure in case of reduced visibility (night, rain, fog, etc.).

[0104] FIGS. 11, 12 and 13 illustrate the sequence of switching from the conventional driving mode under the responsibility of the driver to the highly automated mode according to the invention in the case of a vehicle with variable suspension height, thus advantageously allowing to reduce or even cancel any vertical movement and/or body roll during this sequence.

[0105] FIG. 11 shows, in a frontal view, the vehicle F5 with “variable height suspension” driving on a conventional track 12c. The lateral distance measuring device 33 measures the distance of the vehicle F5 from the concrete guardrail 1, with the roller 38 raised; if the measured distance has a certain value, and the speed is sufficient to fit into the highly automated traffic mode, a change in driving mode can be initiated by the driver.

[0106] FIGS. 12 and 13 illustrate the vehicle F5 which, while driving at cruising speed, goes onto the gutter 21 and shifts to the left, the left front wheel 35 crosses the marking line 4b and when it climbs onto the ramp 34, the suspensions on the right side 51 are progressively raised while those on the left side 52 are lowered to cancel the roll, simultaneously the rollers 38 and 39 are lowered and when the left wheels 35 and 36 are plumb with the running surface 22, the height of the suspensions of the left wheels 52 increases to land, gently, the wheel 35 and the wheel 36 (hidden by the wheel 35) on the running surface 22. The roller 38 and roller 39 (hidden by roller 38) that temporarily took the loads from wheels 35 and 36 retract to have wheels 35 and 36 carry the lateral weight of vehicle F5 only.

[0107] In particular, FIG. 14 illustrates an advantageous joining system for the rail sections 29 that form the continuous rail 27 of the exposed mortise and tenon type. Thus, the front end of the rail section 27 in the direction of travel is in the form of an open mortise 29b and the rear end in the form of an open tenon 29a, and the connection can be made, for example, by three locked BTR screws. Advantageously, the end of the tenon 29a and the mortise 29b will be inclined in the vertical and horizontal planes to avoid a complete discontinuity in the height of the surfaces in a transverse plane. This system advantageously allows a tolerance on the length of the rail sections 29, facilitating their maintenance or replacement.

[0108] FIGS. 14 and 15 illustrate the emergency braking system according to the invention, which allows for platooning of light vehicles with a small inter-vehicle distance. This system is particularly adapted to mitigate the risk of collisions in highly automated operation where the trajectory and speed are out of the driver's control and his vigilance is not sustained. Indeed, thanks to a scan of the lane by radar or any other method allowing to detect vehicles or obstacles located on the trajectory, the control system adapts the speed of the vehicle, but in the case of impromptu occurrence of fixed obstacle or stopped/damaged vehicle the capacity of strong emergency deceleration, in any weather conditions, of the solo vehicle or of vehicles forming a platoon according to the invention, is thus much greater than what can be obtained by the conventional braking means of the vehicle which are limited by the wheel/road friction coefficient usually lower than 1.

[0109] In FIG. 14, the wheel 36 of the vehicle F has just been landed on the running surface 22 and the brake caliper 40 is in its free running position, tilted obliquely on the axes 48 and 49 behind the wheel 36. On the caliper support 45 integral with the left rear suspension arm 47 there is a pin 46 that corresponds to a hole 44 on the tilting caliper 40.

[0110] In FIG. 15, the brake caliper 40 is engaged on the continuous rail 27 by rotation about axes 48 and 49 which allow a tolerance on the height, the roller 41 holding the brake linings 42 equipping the three faces of the caliper in immediate proximity to the surfaces 30, 31 and 32 of the continuous rail 27. The vertical piston (or pistons) 53 is preferably located on the upper portion of the caliper 40. The pin 46 of the bracket 45 is engaged in the hole 44 to prevent rotation of the caliper relative to the rear axle on a transverse axis due to the eccentricity of the caliper 40 relative to its tilt axes 48 and 49.

[0111] FIGS. 16 and 17 illustrate the forces that are at stake during a high-powered emergency braking that generates a yawing torque due to the lateral shift between the braking force 57 of the vehicle, exerted on the continuous rail 27, and the inertia force 50 substantially in the longitudinal plane of symmetry of the vehicle. This torque is advantageously taken up by the torque between: [0112] the force 54 exerted on the contact between the crotch of the caliper 40 on which a brake lining 42 is located and the surface 31 of the continuous rail 27, avoiding any possibility of disengagement of the caliper from the rail 27 and [0113] the force 55 exerted by the pressure of the retractable friction shoe 37, which is free to deploy laterally in the highly automated mode of operation, according to the invention, to exert only a slight current collection pressure on the conductive surface 24, is blocked in retraction when the emergency brake caliper is actuated.

[0114] FIG. 18 illustrates an example of an aerial “slide” footbridge 61 of low cost due to the low weight of the light vehicles moving according to the highly automated traffic mode according to the invention, allowing the crossing of urban areas, pedestrians, roads, highways, railroads, rivers, etc. . . .

[0115] FIG. 19 illustrates the small size of the tunnel 62 needed for the dedicated track traffic of light vehicles moving according to the highly automated traffic mode according to the invention because of the precise lateral positioning of the vehicles. The system according to the invention has the advantage of allowing a large freedom on the width of the vehicles compared to the solution based on external rollers retained by the projects “Tracline 65”, “O Bahn” and more recently by the “Boring Company” of Elon Musk.

[0116] The previously described devices of the invention, allowing the lateral entry and exit of the highly automated traffic mode according to the invention on a road infrastructure in cohabitation with vehicles circulating in free mode, are particularly advantageous for solving the problem posed by the entry and exit of dedicated lanes, exclusively reserved for light vehicles, as illustrated in FIGS. 18 and 19.

[0117] The description and the drawings illustrate “right-hand” traffic, but it will be obvious to the person skilled in the art that this system is also valid for “left-hand” traffic. Also, the highly automated mode of driving is not restricted to electromobility or hybrid propulsion, and it is conceivable that ICE vehicles could take advantage of the benefits of highly automated driving and platooning in areas where electrification of the road will not be economically viable.

[0118] A substantial advantage of augmented road mobility, according to the invention, is that a transition from free-running to highly automated traffic according to the invention can be achieved on existing infrastructure without heavy investment.

[0119] When a substantial proportion of the vehicle fleet is equipped to travel in highly automated traffic mode, and because of the small width of the footprint of a guided traffic lane according to the invention, which allows for reduced infrastructure dimensions as illustrated in FIGS. 18 and 19, it will be possible to create an additional lane in a separate double lane or two-lane highway without requiring any real infrastructure work, by slightly shifting the position of the marking lines or by a limited reduction in the lane width.

[0120] Another substantial advantage of augmented road mobility according to the invention is the reduction of the size of the battery of “100% electric” vehicles, which will now be able to limit themselves to a capacity necessary to cover a distance of less than 100 km between recharges, representing a division by a factor of 3 to 5 of the weight of the batteries, with an impact on the weight, the cost, the need for reinforcement of the vehicle of thermal design and the environmental impact that the size of the latest generation of batteries imposes on “free circulation” electro mobility.

[0121] It goes without saying that the devices according to the invention can be adapted to other lane-separated road configurations, in particular single-lane roads in each direction, other forms of gutters and rails or to other vehicle structures, and the examples just given are only particular illustrations and in no way limit the fields of application of the invention.