WO2009007879A2

WO2009007879A2 - Hybrid transport system

Info

Publication number: WO2009007879A2
Application number: PCT/IB2008/052651
Authority: WO
Inventors: Liviu Grigorian Giurca
Original assignee: Liviu Grigorian Giurca
Priority date: 2007-07-06
Filing date: 2008-07-02
Publication date: 2009-01-15
Also published as: WO2009007879A3

Abstract

The invention consists in a hybrid transport system for urban areas and/or for adapted roadways and highways, achieved by hybrid vehicles from different types and sizes, which in general can employ two main sources of primary power, one which is completly unpolutant used mainly and other with very small polution level for back-up conditions. A hybrid transport system contains at least a hybrid vehicle (183) propelled mainly by a rechargeable source supplied with energy derived from an infrastructure (3). The hybrid vehicle (183) can be feed in motion but also when is stopped from a system which uses some route electric supply sources (5) integrated in the infrastructure (3).

Description

HYBRID TRANSPORT SYSTEM

Technical Field

The invention consists in a hybrid transport system for urban areas and/or for adapted roadways and highways, achieved by hybrid vehicles from different types and sizes, which in general can employ two main sources of primary power, one which is completly unpolutant and other with very small polution level, this system using mainlely the unpolutant source of power and only in back-up conditions the source with low level of pollution.

Background Art

It is known the transport system based on the urban vehicle (buses, taxis, passenger cars, etc.), which use exclusively the internal combustion engine coupled with a classic gearbox. This transport system, even now is relatively cheap, it is one of the main responsible of the greenhouse effect do to the pollutant emissions and in specially do to carbon dioxide emissions. Having low efficiency, especially in part load operation, this transport system hurries the depletion of the fossils combustibles.

It is also known, the tram as clean means of urban transport. Even it is very efficient, it needs a very expensive infrastructure. On the other hand the tram paths are fixed and the vehicle cannot avoid the obstacles. Consequently the danger from accidents with other vehicles or even persons is big.

Other electric transport means is the trolleybus, which employs two parallel overhead lines to supply in motion the vehicle. Also the trolleybus musts to fallow imperatively the trajectory imposed by their source of energy supply. On the other hand, the complex system with overhead lines are difficult to be maintained.

An alternative system to the dual overhead lines is described in the French patent FR 2277694 where is presented a system using a single overhead line with intercalated polarities, separated by isolated portions. The vehicle employs two pantographs distanced with the length existing between two neighbour-isolated portions. The proposed practical solution supposes the using of discontinued electric line supplied with electricity in some points aligned with the isolated portions, each point being supported by a pillar. Consequently the distance between the electric supplied pillars is very small being equal with the distance between two neighbour-isolated portions. Such supplying pillar density is not acceptable in term of network costs and is a reason for what this solution was not putted in practice. Also to manufacture the single cable as is proposed in the first variant of this invention implies big costs. The cable shape (structure) does not permit to be coiled partially or integrally and consequently is very difficult to be mounted for long distances.

It is also known the system based on the actual electric vehicles such Fiat Doblo or Tesla Electric. This system allows the battery charging only in parking conditions. If the batteries are discharged in an area without electricity and a plug, the vehicle remains immobilized.

It is known the system based on the actual hybrid electric vehicle such Toyota Prius or Honda Insight. This system, considered the most advanced, continues to be very pollutant because the internal combustion engine is employed for the majority of the time. Disclosure of Invention

Technical Problem

The problem solved by the invention is the achievement of a hybrid transport system working mainly by the transferring of the electric energy existent in infrastructure, in a simplest and securest manner, to at least one hybrid vehicle that is in motion but also when is stopped, the electric energy being transformed and accumulated and quickly reutilised to drive the vehicle in some portion of the way where is not possible to supply the vehicle.

A second problem solved is the intermittent utilization of a thermo-chemical source, represented by a heat engine or by a fuel cell, employed only in back-up conditions, respectively in some areas where is not installed an electrical supplying infrastructure.

Technical Solution

The invention solves the exposed problems by the employment of at least one hybrid vehicle, which is mainly acted by a rechargeable source periodically supplied with energy, during the stop period or in motion, from an infrastructure containing a route electric supply sources, which are fixed and located on the vehicle usual way (path). The delivery of the electrical energy from the exterior to the hybrid vehicle is made by a temporary mobile connection, which has a part included in the hybrid vehicle, named mobile charging device, and other part included in the infrastructure, represented by electric supply lines achieved in different shapes. The distance between two route electric supply sources is sow calculated that the operation of the hybrid vehicle between them to be made using the accumulated energy in the rechargeable source. The electric supply sources can be located, for example in the case of the buses transformed to utilise this system, in the area of the passenger stations, and for other vehicle types on the usual streets or near to the crossroads having traffic lights. Also some roadways or highways can have route electric supply sources distanced one from other (or achieved to the entire road length), the maximum distance being so calculated that the hybrid vehicle can employ mainly the external delivered electric energy. The temporary mobile connection is so made to permits the energy transfer with the hybrid vehicle stopped but also with the hybrid vehicle in motion. Same hybrid electric vehicle can be supplied from the same electric network using a parking electrical source and a temporary fixed connection, which can be similar with a typical electrical plug. This last supplying solution can be utilised when the vehicle is parked for example during the nighttime. The route electric supply source furnishes the electric energy from the exterior using the temporary mobile connection to the hybrid vehicle, this energy being transmitted inside the vehicle by the employment of an energy transformer or in other case directly to the rechargeable source. The energy transformer is necessary when the type of the energy used by the rechargeable source is different than the electric energy, or the parameters of the electric current is different. The energy transformer works in a period when is supplied, transforming the electrical energy in an energy compatible with the rechargeable source. Concomitantly with the supplying phase or after the moment when the hybrid vehicle leaves the area where the route electric supply source is active, the rechargeable source delivers the energy using a control distribution box to a reversible machine. Using a transmission the reversible machine acts at least one driving axle, which transfer the power to driving wheels. In this specific case the reversible machine works in motor mod. In the inertial operation mod the reversible machine is decoupled. In the braking phase, the hybrid vehicle can achieve the recovery of the braking energy, forcing the reversible machine to be transformed in a generator or in a pump (depending on the type of the used energy) and producing the slowing down of the vehicle concomitantly with the recharge of the rechargeable source. This recovered energy can be reutilised in the next acceleration phase. The reversible machine can be supplied directly, in some constructive variants, by the route electric supply source, using the control distribution box, which delivers the energy furnished by the temporary mobile connection, in same time being charged the rechargeable source.

In this specific case, the energy for the propulsion can be obtained exclusively from the external source. If is employed two reversible machines these can act directly the wheels or by using simply gears. In case of the operation outside of the network of route electric supply sources or when the accumulated energy is depleted, the hybrid vehicle can continue its motion using a thermo-chemical source, as back-up source. This thermo-chemical source can be represented by a heat engine or by a fuel cell. The thermo-chemical source can be supplied from a tank for liquids or for gases depending on which type of combustible is utilised.

In particular the rechargeable source can be hydraulic and in this case is named hydraulic rechargeable source. This hydraulic rechargeable source can be represented by some hydro-pneumatic accumulators. In this case the hybrid vehicle propulsion ca be considered mainly electro-hydraulic.

A second constructive variants can be achieved when the rechargeable source is made for the electric energy and in this case is named electric rechargeable source. The electric rechargeable source can be achieved for example as a battery. In this case the hybrid vehicle propulsion ca be considered mainly electric.

Some actuators controlled by an electronic unit using the information furnished by sensors and using the commands of the driver achieve the control of the hybrid vehicle and its propulsion system. The activation of the mobile charging device is made by the driver or automatically by the electronic unit. With the charging electric circuit is connected a counter which registers the electric energy consuming.

The mobile charging device can be achieved with two, three or four contactors and can be achieved in a lot of constructive variants described by the invention. One hybrid vehicle can employ a combination between the described mobile charging devices.

The route electric supply source can be realised with a two parallel electric lines (or plates) or with a single overhead line as principally is described in the French patent FR 2277694. This last solution is greatly modified to enshure a facile realisation and to reduce the cost. The single overhead line which provides the both polarities is so achieved to be supllyed by the system using a single pilar or some distanced pilars not consecutive . Also are proposed others solutions for the mobil chatging device in stand of the patographs used in the French patent description.

Advantageous Effects

The hybrid transport system conformable with the invention presents the fallowing advantages:

-It is a zero pollution system if the infrastructure contents enough route electric supply sources;

-The conversion efficiency from the network electric energy to the driving wheels is very high being similar with this obtained by the tram or trolleybus;

-Even is employed a heat engine as back-up sources of power, this is operated at a optimum rotation speed which corresponds to the maximum efficiency and lower pollution; On the other hand, this heat engine can utilise the hydrogen as combustible.

-The hybrid vehicles which are adapted to this system can be employed in all areas and have not an imposed trajectory;

-The current infrastructure will be easily modified to be compatible with the proposed transport system; After the conversion, the infrastructure remains compatible with the usually unmodified vehicles;

-When the system has a single overhead line supplying the both polarities can employ a single pilar or some distanced pilars not consecutive to furnish the electric energy; The structure of the electric cable permits to be easy industrialised with low costs.

Description of Drawings

The below give more examples of achievement of the invention in connection with figures 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23 and 24 which means:

- Fig. 1, structural sketch and flow of energy from a hybrid transport system having route supplying system;

- Fig. 2, structural sketch and flow of energy from a hybrid transport system having the main propulsion system type hydraulic;

- Fig. 3, structural sketch and flow of energy from a hybrid transport system having the main propulsion system type electric;

- Fig. 4, propulsion system of a hybrid vehicle having a heat motor with rotational motion to the shaft, set up as the example described in the fig. 2;

- Fig. 5, propulsion system of a hybrid vehicle having a fuel cell, set up as the example described in the fig. 2;

- Fig. 6, propulsion system of a hybrid vehicle having a heat motor with rotational motion to the shaft, set up as the example described in the fig. 2, the hybrid vehicle having two driven axle;

- Fig. 7, propulsion system of a hybrid vehicle having a heat motor with rotational motion to the shaft, set up as the example described in the fig. 3;

- Fig. 8, propulsion system of a hybrid vehicle having a free piston motor, set up as the example described in the fig. 3;

- Fig. 9, propulsion system of a hybrid vehicle having a fuel cell, set up as the example described in the fig. 3;

- Fig. 10, propulsion system of a hybrid vehicle having a heat motor with rotational motion to the shaft, set up as the example described in the fig. 3, the hybrid vehicle having two driven axle;

- Fig. 11, hybrid vehicle type having the contactors with pivoting arm and metallic wheel, located below and in laterals of the vehicle, and its associated infrastructure;

- Fig. 12, vertical section through a hybrid vehicle as in Fig. 11, and its infrastructure;

- Fig. 13, partial horizontal section through a hybrid vehicle as in Fig. 11, and its infrastructure;

- Fig. 14, hybrid vehicle type having the contactors with pivoting arm multi-rollers located below and in laterals of the vehicle and its associated infrastructure;

- Fig. 15, partial horizontal section through a hybrid vehicle as in Fig. 14, and its infrastructure;

- Fig. 16, hybrid vehicle type having the contactors with flexible pivoting arm located below and in laterals of the vehicle and its associated infrastructure;

- Fig. 17, hybrid vehicle type having the contactors with pivoting arm type multi- rollers or flexible located above the vehicle, and its associated infrastructure;

- Fig. 18, vertical section through the vehicle of fig. 17 and its associated infrastructure;

- Fig. 19, top view of a hybrid vehicle type having contactors with pivoting flexible arm above the vehicle and its associated infrastructure;

Best Mode

A hybrid transport system 1 (Fig. 1) contains at least a hybrid vehicle 2 which employs mainly the energy derived from an infrastructure 3. The infrastructure 3 contains a general electric network 4 connected with at least one route electric supply source 5. The route electric supply source 5 includes a distribution and regulation station 6, which carries out the electric current parameters to become compatible with the hybrid vehicle 2 and may distribute power to at least a temporary mobile connection 7. The temporary mobile connection 7 constitutes the energy transfer interface between the hybrid vehicle 2 and the infrastructure 3 represented by the route electric supply source 5. The hybrid vehicle 2 is propelled mainly by a rechargeable source 8, which is fed regularly with energy during the short stop but also in motion, using the temporary mobile connection 7. In order to achieve the feed of the hybrid vehicle 2, the temporary mobile connection 7 presents a part which is included in the hybrid vehicle 2, named mobile charging device and an other part included in the infrastructure represented by metal sheets or electric lines made under various shapes (below described in the examples of realization). The distance between two successive route electric supply sources 5 is thus calculated than the hybrid vehicle 2 can be operated autonomously with the stored energy. The route electric supply sources 5 may be placed for example, for buses that use this system, in the areas of loading / unloading of passengers and for other types of vehicles on the streets roads or near intersection equipped with traffic lights. Also there may be roads or highways, which can have from place to place (or even over the whole length), some route electric supply sources 5 placed such that the hybrid vehicle 2 can use mainly the electricity delivered from the outside. The temporary mobile connection 7 is executed so as to allow the transfer of power both when vehicle is stopped and when the hybrid vehicle 2 is moving. During the night, when the hybrid vehicle 2 is parked, can also be supplied from the same general electric network 4 by a parking electrical source 10 and by a temporary fixed connection 11 that can be a socket assembled with a plug. The parking electrical source 10 is used only to charge the rechargeable source 8. On the other hand, the route electric supply source 5 feeds the hybrid vehicle 2 with electricity from the outside through temporary mobile connection 7, this energy being transmitted forth in the interior of the hybrid vehicle 2, in a first variant by using a energy transformer 12 and in a second variant directly to the rechargeable source 8. The energy transformer 12 is necessary when the type of energy employed by the rechargeable source 8 is different from the energy supplied from the infrastructure 3. The energy transformer 12 works during when is fed, transforming electricity into usable energy for the rechargeable source 8. While feeding or outside of the area of operation of route electric supply source 5, the rechargeable source 8 delivers the energy through a control distribution box 13 to at least a reversible machine 14. The reversible machine 14 acts through a transmission 15 a driving axle 16 that transmit the power forward to some driving wheels 17. In this case the reversible machine 14 operates in motoring mode. In the inertial phase the reversible machine 14 is decoupled. During braking phase, the hybrid vehicle 2 can achieve the recovery of braking energy by making the reversible machine 14 to enter in a reverse regime, respectively to act as a generator or a pump depending on the kind of energy used, thus producing the slowing down of the vehicle simultaneously with the charging of the rechargeable sources 8. This recovered energy is reused in accelerated phase by the hybrid vehicle 2. The reversible machine 14, can be fed directly for a specific configuration, in the area of action of the route electric supply source 5, using the control distribution box 13 and the temporary mobile connection 7. Concomitantly, the route electric supply source 5 charges the rechargeable source 8. In this case, the hybrid vehicle motion can be achieved without to consume energy from the rechargeable source 8. If it employs two reversible machines 14 they may act directly on the wheels 17, using clutches (not shown). In the case when the hybrid vehicle 2 operates in areas outside the coverage of the route electric supply sources 5 or when the accumulated energy in the rechargeable source 8 is depleted, the hybrid vehicle 2 may employ a thermo-chemical source 18, which offers the substitute energy and can be represented by a heat engine or a fuel cell. The thermo-chemical source 18 can be supplied from a reservoir 19 for the use of liquid fuels or from a bottle where the use of gaseous fuels. Depending on type of the thermo-chemical source 18 and of the type of rechargeable source 8, the delivered energy can be, in a prime case, used directly by the rechargeable sources 8. In the second case the thermo-chemical source 18 can act directly the energy transformer 12 or using a converter 20. The converter 20 is necessary if the parameters of the energy transmitted by thermo-chemical source 18 are different from those used in the energy transformer 12. In a third case, the thermo- chemical source 18 may act in parallel with the reversible machine 14 and can transmit the power through the transmission 15 to the same driving axle 16 or at other which is different.

Mode for Invention

In a first variant of achievement (Fig. 2), a hybrid transport system 30 comprises at least one hybrid vehicle 31, using mainly the energy derived from the infrastructure 3, this energy being transmitted to a hydraulic rechargeable source 32. The main propulsion system of the hybrid vehicle 31 is hydraulic. In this case, when the hybrid vehicle 31 is in the range of route electric supply source 5, the electric energy is transmitted using the temporary mobile connection 7 to an electric motor 33. The electric motor 33 drives, using a transmission 34 or directly, a auxiliary hydraulic pump 35. The hydraulic pump 35 produces the charging with high-pressure hydraulic liquid of a hydraulic rechargeable source 32 using an adjusting and distribution hydraulic box 36. Using same adjusting and distribution hydraulic box 36 the hydraulic rechargeable source 32 delivers high pressure working liquid to a reversible hydraulic machine 37, which by the use of a transmission 15 acts the driving axle 16. The reversible hydraulic machine 37 can work as a hydraulic motor during normal operation or as a hydraulic pump in regenerative braking, the pressured hydraulic liquid being delivered to the hydraulic rechargeable source 32. In emergency case, if the thermo-chemical source 18 is represented by a heat engine having rotating shaft, this may act using same transmission 34 the auxiliary hydraulic pump 35 to produce the charging of the hydraulic rechargeable source 32. In this case the heat engine presents a fixed rotation speed. Is also possible that the heat engine acts in parallel with the reversible hydraulic machine 37 same driving axle 16 or other different axle and in this case the rotation speed of the heat engine can be variable. If the thermo-chemical source 18 is represented by a free piston engine, it may act directly a linear hydraulic pump 38 that can produce the pressured liquid to feed the hydraulic rechargeable source 32. If the thermo-chemical source 18 is represented by a fuel cell, it delivers electric energy to the electric motor 33, eventually using the converter 20, which allows the recharge of the hydraulic rechargeable source 32. The converter 20 aims to transform the electricity received from the fuel cell in one having similar characteristics to that provided by the route electric supply source 5. The hydraulic rechargeable source 32 consists essentially of one or more high-pressure hydraulic accumulators containing high pressure hydraulic liquid and at least one low pressure hydraulic accumulator used as a hydraulic fluid reservoir. The adjusting and distribution hydraulic box 36 contains one or more distributor valves, and if necessary certain blocks with valves and spigots. All hydraulic elements are connected by hydraulic rigid or flexible hydraulic pipes or may be connected using some channels when is used a unitary hydraulic distribution box. Each transmission 38 may contain one or more intermittent couplings and a number of shafts and gears generally used in such case.

In a second variant of achievement (Fig. 3), a hybrid transport system 50 comprises at least a hybrid vehicle 51 using mainly the derived energy from the infrastructure 3 that is transmitted to a electric rechargeable source 52, the propulsion system of the hybrid vehicle 51 being electric type. The electric rechargeable source 52 can be made up of at least one battery of electric accumulators or other type of electrical accumulation device. In this case, through the temporary mobile connection 7, when the hybrid vehicle is in the range of route electric supply source 5, at least a part of the electricity supplied from outside achieves the charging of electric rechargeable source 52. In same time, using a control distribution box 53, the temporary mobile connection 7 supplies an electric reversible machine 54, which by the means of the transmission 15 acts the driving axle 16. So that the remaining energy transmitted by the route electric supply source 5 is used to drive the hybrid vehicle 51. If the hybrid vehicle 51 is standing, all energy derived from the route electric supply source 5 is delivered to electric rechargeable source 52. In emergency case, if the thermo-chemical source 18 is represented by a heat engine having rotating shaft, this may act an electric generator 55 to produce the charging of the electric rechargeable source 52, using a rectifier- regulator 56. In this case the heat engine presents a fixed rotation speed and the rectifier-regulator 56 can supply concomitantly with the electric rechargeable source 52 also the electric reversible machine 54, controlled by the control distribution box 53 . Is also possible that the heat engine acts in parallel with the electric reversible machine 54 same driving axle 16 or other different axle and in this case the rotation speed of the heat engine can be variable. If the thermo-chemical source 18 is represented by a free piston engine, it may act directly a linear generator 57 that can produce the electric energy supply of the electric rechargeable source 52 by the use of a rectifier-regulator 58 . If the thermo-chemical source 18 is represented by a fuel cell, it delivers electric energy, eventually using a converter (not shown) , to recharge the electric rechargeable source 52.

Industrial Applicability

A propulsion system of a hybrid vehicle 31 set up after the sketch from Fig. 2 is represented in Fig. 4. The electric energy necessary to the operation of the electric motor 33 is transferred from route electric supply source 5 through a charging device 70 containing two contactors 71 having the same polarity (phase) and a third of contactor 72 with a different polarity (phase). The two contactors 71 are situated to each side of the hybrid vehicle 31 (left and right) and can be operated separately in function of the position of the elements of infrastructure that transmit electricity (on the left or the right of hybrid vehicle 31). Simultaneous with any of contactors 71 is commanded the contactor 72 to close the electric circuit. The charging device 70 is part of the temporary mobile connection 7 (Fig. X). The connection between the contactors 71 and 72 and electric motor 33 is achieved by means of electric cables 73. On the electric cables 73 is mounted a counter 74, which records the quantity of energy supplied by each hybrid vehicle 31 from the general electric network 4. The electric motor 33 acts the auxiliary hydraulic pump 35 by through a clutch 75 and a shaft 76. The clutch 75 is automatically coupled by an electronic unit 77 or by the driver through some switches 78 when the hybrid vehicle 31 arrives in the area of the route electric supply source 5 and is decoupled when the electronics unit 77 finds the saturation with energy of the hybrid vehicle 31. Using the switches 78 or the electronic unit 77 can be commanded simultaneously one of contactors 71 and the contactor 72 depending on which side is feeding the electricity (left or right). The auxiliary hydraulic pump 35 delivers the working fluid contained in at least one low pressure accumulator 79, through a distributor valve 80, to at least one high pressure accumulator 81. The low pressure accumulator 79 has the function of fluid reservoir. The low pressure accumulator 79 and the high pressure accumulator 81 are part of the hydraulic rechargeable source 32 and the distributor valve 80 is part of the adjusting and distribution hydraulic box 36. The distributor valve 80 is controlled by means of an actuator 82 also by the electronic unit 77 and presents two positions: a position 83 that the auxiliary hydraulic pump 35 delivers the working fluid from the low pressure accumulator 79 to the high pressure accumulator 81 until it is considered full (charging phase); a position 84 in which the hydraulic auxiliary pump 35 is putted in short-cut, allowing the coupling of electric motor 33 without load. When the high-pressure accumulator 81 is considered full, the hydraulic rechargeable source 32 is saturated. During the acceleration the high pressure accumulator 81 begins to debit the working liquid at high-pressure through hydraulic reversible machine 37 using a distributor valve 85. The evacuated liquid from the same hydraulic reversible machine 37 is targeted to low pressure accumulator 79. The distributor valve 85 can have four distinct positions commanded by an actuator 86, respectively: a position 87 in which the hydraulic reversible machine 37 is powered by high pressure liquid from high pressure accumulator 81 and deliver the low pressure fluid to the low pressure accumulator 79 (acceleration phase or climbing), operating as a hydraulic motor; a position 88 that the hydraulic reversible machine 37 is in short-cut and the two circuits of the two accumulators 79 and 81 are blocked (inertial motion phase); a position 89 when the hydraulic reversible machine 37 delivers the hydraulic fluid from the low pressure accumulator 79 to high pressure accumulator 81 (recuperative brake phase or reverse motion), operating as a hydraulic pump; a position 90 in which the hydraulic reversible machine 37 has all connections blocked (parking phase) and also the accumulators 79 and 81 are blocked. The distributor valve 85 is also commanded via the electronic unit 77. It is also part of the adjusting and distribution hydraulic box 36. To adjust the volumetric capacity of the hydraulic reversible machine 37 is made with an actuator 91 also commanded via the electronic unit 77. For the protection of hydraulic equipment, between the high-pressure accumulator 79 and the low pressure accumulator 81 is installed a safety valve 92 also integrated in the adjusting and distribution hydraulic box 36. The hydraulic reversible machine 37 transmits its power through a gear wheel 93 to a differential 94 using its gear 95. The differential 94 transmits the power, as it is known, using some transversal transmissions 96 at the wheels 17. During normal operation (acceleration phase, climbing, etc.), if the high pressure accumulator 81 is almost empty and no one route electric supply source 5 is in proximity , the driver is informed by a lighting 97 and / or by an analogue indicator 98 and decide the entry into service of a heat engine 99, presenting a rotating shaft 100. The starting of the heat engine 99 is made by using a switch 101, or automatically by the electronic unit 77. The heat engine 99 drives through a clutch 102 and a gear 103 another gear 104 fixed on the shaft 76 which acts the auxiliary hydraulic pump 35. The heat engine heat 99 is supplied from a tank 19 for liquids or gases depending on the type of fuel used. The auxiliary hydraulic pump 35 feeds in the manner presented above the high pressure accumulator 81 so that it will not remain in deficit of liquid. If it finds a route electric supply source 5, the heat engine 99 is stopped and the cycle described above can be reused. The electronic unit 77 takes its decisions based on a block of sensors 105 that monitories all components of the propulsion system and outside information. Using a system of advanced sensors, including one which indicate the proximity of the next route electric supply source 5 , the electronic unit 77 can order, instead of the driver, the starting of the heat engine 99. The driver can decide through a selector 106 to command the reversing direction, the stationing or the parking of the hybrid vehicle 31. Also he can act on a acceleration pedal 107 equipped with a position sensor 108, and express his need regarding the level of acceleration. The driver can act on a brake pedal 109 equipped with a position sensor 110 acting on the level of braking. All these information are tacked into account by the electronic unit 77 and processed in same time with the information received from the block of sensors 105. On this basis the electronic unit 77 acts the actuators 82, 86 and 91, the starting and adjustment system of the heat engine 99, the clutches 75 and 102, and the coupling and decoupling system of the charging device 70 to satisfy the wishes of the driver. Using an advanced system of sensors can build a hybrid vehicle 31 fully driven by the electronic unit 77 and eventually only assisted by one driver. When the hybrid vehicle 31 is parked (during the night) can also be supplied by the same general electric network 4 through parking electrical source 10 and can be coupled with a plug 111.

A second variant of the propulsion system of a hybrid vehicle 31 set by the sketch from Fig. 2 is represented in Fig. 5. This system uses as a back-up source of power a fuel cell 120. The auxiliary hydraulic pump 35 is acted by the electric motor 33 that is powered through the converter 20 and some electrical cables 121. Also in this case, this source of energy is used when the driver is notified that the hybrid vehicle 31 can not be supplied in time from the route electric supply source 5 and the activation of the fuel cell 120 is made by acting the switch 101. In this variant has opted for a mobile charging device 122 type with two contactors 123 having two different polarities commissioned by the driver through a single switch 124. The two contactors 123 are commanded simultaneously. When the hybrid vehicle 31 is parked (during the night) can be supplied from the same general electric network 4 through the parking electrical source 10 and can be coupled with a socket 125. In this variant on the trajectories of the cables 73 is interposed a switch 126 which can inverse periodically the party from which is supplied the hybrid vehicle 31. The switch 126 is commanded by an electronic unit 127. The electronic unit 127, receiving information from a block of sensors 129, can reverse the feed between the two contactors 123, when the route electric source changes polarity (see examples described in Fig. 20, 23 and 24). The switch 126 can be replaced by a diodes bridge (Winston bridge).

A third possibility propulsion system of a hybrid vehicle 31 set by the sketch from Fig. 2 is represented in Fig. 6. In this variant, a heat engine 130 acts only when necessary on a driving axle 131, in the usual manner of actual vehicles, through a gear box 132 and a differential 133. Between the gear box 132 and the heat engine 130 is interposed a clutch 134 commanded by an electronic unit 135. The gear box 132 acting through a gear 136 an other gear 137 belonging to the differential 133. The differential 133 transmits the power, as is known from in the state of the art, through some lateral transmissions 13, to some wheels 139 belonging to the driving axle 131. At one of the power exit of the differential 133 is mounted a clutch 140 serving to disconnect the driving axle 131 when is used only the driving axle 16 (for example in regular operation). In this variant, the heat engine 130 presents variable rotation speed and torque. The gear box 132 is the type of automatic, robotized or continue. In this variant, if the driver is informed about the impossibility of energy supply from a route electric supply source 5 and about the imminent discharge of the high pressure accumulator 81, may order through another selector 141 the entry into service of the heat engine 130 and its use in a regular manner, depending on the type of gear box 132. The electronic unit 135 monitors continuously the recuperative braking and the re-use of the recovered energy in the acceleration phase in conjunction with the operation of the heat engine 130, the clutch 134 and the gear box 132. When the hybrid vehicle 31 re- enters in the area with route electric supply sources 5, the heat engine 130 is decoupled and stopped, the driving axle 131 being also decupled using the clutch 140 and the hybrid vehicle 31 re-enters in an operating mode similar to those described above, based on the hydraulic propulsion. To this variant, the driving axle 16 has similar construction and present same operation that described in Fig. 4.

A first version of the propulsion system of a hybrid vehicle 51 set by the sketch from Fig. 3 is represented in Fig. 7. The electrical energy needed to power the electric rechargeable source 52 is transferred from the route electric supply source 5 through mobile charging device 122, with two contactors 123. The two contactors 122 are commanded together by a switch 124. A part of the electric energy received from the route electric supply source 5 is used to recharge the electric rechargeable source 52 and simultaneously another part can be used by the reversible electric machine 54 transmitted through electrical cables respectively 140 and 141 and by the control distribution box 53. The power generated by electric reversible machine 54 is sent to the driving axles 16 through a shaft 142 connected to a clutch 143. The clutch 143 achieves the coupling of a gear 144 which acts the differential 94 through an other gear 95. The electric reversible machine 54 can operate as electric motor during normal operation or as generator in recuperative braking, the electricity produced in this case being delivered to the electric rechargeable source 52 and then reused in accelerated phase by hybrid vehicle 51. Failing route electric supply source 5 and in the case of the depletion of the energy in the electric rechargeable source 52, the driver may order to start a heat engine 145 of the type with rotating shaft, which represents the thermo- chemical source of power. The heat engine 145, having a shaft 146, acts the electric generator 55, also rotating type, that produces electrical recharge of the electric rechargeable source 52, by the use of the rectifier-regulator 56. In this case the heat engine 145 presents a fixed speed, and the rectifier-regulator 56 can supply concomitantly with the electric rechargeable source 52, the reversible electric machine 54 using the control distribution box 53. The starting of the heat engine 145 is achieved by means of a switch 101, or automatically by an electronic unit 147. To the saturation with energy of the electric rechargeable source 52, the heat engine 145 is automatically suspended. The electronic unit 147 works similarly as in the examples described in Figure 4 and 5 and can receive the same commands from the driver through the same devices having same reactions. The difference lies in the fact that the executive elements are electro-mechanical and not hydraulic.

A second variant of the propulsion system of a hybrid vehicle 51 set by the sketch from Fig. 3 is represented in Fig. 8. This variant differs to the system described in Fig. 7 in that the hybrid vehicle 51 uses in case of need a heat engine 160 type with free piston (not shown) which acts the linear electric generator 57 also linear type, producing the energy supply of the electric rechargeable source 52 through the rectifier-regulator 58. Another distinction is that in this hybrid propulsion system fed from the route electric supply source 5 using a mobile charging device 161 presenting four contactors 162. The four contactors 162 are devided in two: two are used in the left side and two are used in the right side. The contactors 162 located in same side have different polarities. The contactors 162 having different polarities are electrically isolated between them by means of insulating plates 163. Accordingly the contactors 162 located on the left side can be ordered by a switch 164 and those on the right side with a switch 165. To achieve feeding with electricity, the operator can select the switch 164 or 165 depending on which side finds that there is a route electric supply source 5 (left or right).

A third possibility propulsion system of a hybrid vehicle 51 set by the sketch from Fig. 3 is represented in Fig. 9. In this case the thermo-chemical source of thermo- chemical is represented by a fuel cell 170 that can deliver electricity directly when necessary to the electric rechargeable source 52 or possibly through a rectifier- regulator (not shown).

A fourth variant of the propulsion system of a hybrid vehicle 51 set by the sketch from Fig. 3 is represented in Fig. 10. In this case, similar in terms of thermo-chemical source as this described in the fig. 6, the heat engine 130 acts only in emergency the driving axle 131. In this variant, the driving axle 16 is acted similarly to that of the example described in Fig. 7, respectively is propelled by the electric propulsion system.

A hybrid vehicle 2, 31 or 51 can use as a mobile charging device two contactors 180, located at each side, each presenting an pivoting arm 181 (Fig. 11, 12 and 13). The pivoting arm 181 is mounted at one end using a bolt 182 assembled with a body 183 of the hybrid vehicle 2, 31 or 51. The pivoting arm 181 presents mounted at the other end a wheel 184 metallic or having metal insertion, pivoting in another bolt 185. The pivoting arm 181 can be operated with a cylinder 186, hydraulic or pneumatic type, which is articulated to an end on the body 183 with a bolt 187 and at the other end with pivoting arm 181, through another bolt 188. The contactors 180 are usually hided inside of some side precincts 189. The mobile charging device contains a third contactor 190, with identical construction as the contactors 180 which is mounted in the central position, vertically, and may be hided in a central precinct 191. When At the hybrid vehicle 2, 31 or 51 enter in the coverage area of a route electric supply source 5 one of the contactors 180 (located at the same side as the route electric supply source 5) and the contactor 190 are rotated using the cylinders 186 until the wheels 184 enter in contact with the elements of the route electric supply source 5. These elements are formed in the side part by at least a metal strip 192 included in a border 193 of a road 194 on which is moving the hybrid vehicle 2, 31 or 51. The metal strip 192 represents one of two polarities of the route electric supply source 5. At least a metal plate 195 is included in the horizontal surface of the road 194 constituting the second polarity of the route electric supply source 5. The metal strip 192 is connected through an isolated cable 196 with the distribution and regulation station 6. The metal plate 195 is connected through a cable 197 (isolated or not) with the distribution and regulation station 6. The metal plate 195 is mounted in the border 193 through an isolated bracket 198 which it isolates from the rest of the border 193. The distribution and regulation station 6 is powered by electric general network 4 through a isolated cable isolated 199. The distribution and regulation station 6 is controlled by an electronic unit 200 in the base of information received from a block of sensors 201 so that to feed with electricity the metal strips 192 and the metal plates 195 only when is detected in the area a hybrid vehicle 2, 31 or 51 and after the wheels 184 have been in contact with the metal strip 192 and with the metal plate 195.

A hybrid vehicle 2, 31 or 51 can use as a mobile charging device two contactors 210, located at each side, each presenting an pivoting arm 211 (Fig. 14 and 15). The pivoting arm 211 is mounted at one end using an axle 212 assembled on a body 213 of the hybrid vehicle 2, 31 or 51. The pivoting arm 211 presents mounted at the other end an elastic portion 214 on which is mounted two rollers 215, metallic or having metal insertion, each articulated in a bolt 216. The pivoting arm 211 can be actuated by the rotation of the axle 212 caused by a mechanical, hydraulic, pneumatic or electromagnetic device (not shown). The mobile charging device contains a third contactor 217, identical as construction with the contactors 210 but which is mounted in the central position, vertically. At this example, the infrastructure is identical to that described in the previous example. Also the operation is similar. The difference consists in that the elastic portions 214 can compensate by deformation the small changing in trajectory of the hybrid vehicle 2, 31 or 51 or to compensate the bumps existing in the road surface.

A hybrid vehicle 2, 31 or 51 can use as a mobile charging device two contactors 230, located at each side, each presenting an pivoting arm 231, made by round or rectangular tubes (Fig. 16). The pivoting arm 231 is mounted at one end using an axle 232 assembled on a body 233 of the hybrid vehicle 2, 31 or 51. The pivoting arm 231 presents mounted at the other end an elastic portion 234, consisting in a flexible metal wire or in a flexible metal strip. The mobile charging device contains a third contactor 235, identical as construction with the contactors 230 but which is mounted in the central position, vertically. At this example, the infrastructure is identical to that described at the example from the Fig. 11, 12 and 13. The difference consists in that the elastic portions 234 can compensate by deformation the small changing in trajectory of the hybrid vehicle 2, 31 or 51 or to compensate the bumps existing in the road surface.

For all the solutions with three contactors as described before in the Fig. 11, 12, 13, 14, 15 and 16 the mobil charging device is connected with the internal electric system of the hybrid vehicle 2, 31 or 51 in the manner indicated at the example from the Fig. 4.

A hybrid vehicle 2, 31 or 51 can use as a mobile charging device two contactors 250, located at each side, each presenting an pivoting arm 251, having a certain length, over which is overlapped an other pivoting arm 252 longer (Fig. 17 and 18). The two pivoting arms 251 and 252 are electrically isolated and solidified between them with a spacer 254 made of insulating material. The two pivoting arms 251 and 252 and the spacer 254 are fixed at one end in a shaft 253 which can be telescopic. The two pivoting arms 251 and 252 are at the other end type elastic portions 214 with rollers 215. The contactors 250 stand normally retired and protected inside some alveolus 255 located on a body 256 of the vehicle hybrid 2, 31 or 51. The represented body 256 is that of a passenger car. On entering the zone of action route electric supply source 5 one of contactors 250 is elevated and rotated using a mechanical, hydraulic, pneumatic or electric device (not shown) until the rollers 215 comes into contact with the elements of the route electric supply source 5. These elements are formed from a metal strip 257 located at a certain height, preferably build over a man considered excessive (minimum 2 m higher), and another metal strip 258 superposed and distanced by the metal strip 257 The metal strips 257 and 258 are protected through a housing 259 and suspended with the help of some columns 260. The two metal strips 257 and 258 have different polarities. The metal strip 258 is electrically isolated with the help of some spacers 261 attached to columns 260. The housing 259 presents a median portion 262 which isolates electrically the area between the two metal strips 257 and 258. If the body 256 is for a bus or other vehicle higher than a passenger car the axle 253 is no longer needed to be telescopic, serving only for the rotation of the pivoting arms 258 or 257 and can be hidden in some side precincts (see examples above).

A hybrid vehicle 2, 31 or 51 can use as a mobile charging device two contactors 270, located at each side, each presenting an pivoting arm 271, having a certain length, over which is overlapped an other pivoting arm 272, longer (Fig. 19). The two pivoting arms 271 and 272 are electrically isolated between them. Each of the two pivoting amis 271 and 272 presents to one end an elastic portion 234 similarly with that described in the Fig. 16. The operation of the contactors 270 are similar with that described in the example from the Fig. 17 and 18.

For all the solutions with two double contactors as described before in the Fig. 17, 18 and 19 the mobil charging device is connected with the internal electric system of the hybrid vehicle 2, 31 or 51 in the manner indicated at the example from the Fig. 8.

A hybrid vehicle 2, 31 or 51 can use as a mobile charging device two contactors 280, each achieved as a pantograph 281 articulated in an axle 282, fixed on top of a body 283 into a bracket 284 (Fig. 20 and 21). The two contactors 280 are aligned and preferably fixed in the extreme portion of the hybrid vehicle 2, 31 or 51, one in the front and other in the rear. Each pantograph 281 can be acted by a mechanic, pneumatic, hydraulic or electric device (not shown) similarly with that used for the trams. Each contactor 280 presents in the in the upper portion at least one metal slide 285, positioned in cross-over vehicle. The pantograph 281 is extensible and will be expanded during the charging with energy. During the operation of the hybrid vehicle 2, 31 or 51 outside of route electric supply source 5 the pantograph 281 is retracted . The extension of the pantograph 281 is made automatically or ordered by the driver when meet the elements belonging to the route electric supply source 5 . These elements are represented by a power line 286 suspended at a height greater than hybrid vehicle 2, 31 or 51 by means of cross-bearers 287 set themselves on some vertical pillars 288 mounted in the road infrastructure, outside the runway. In the proximity of the vertical pillars 288 is also a distribution and regulation station 6 connected to the electricity grid area. The power line 286 is made up mainly in the top side by a longitudinal support 289, preferably made from a insulation material, and in the bottom side by a shaped metal slide 290, having in a first variant a flat bottom, mounted with the help of some screws 320 in longitudinal support 289. Between the longitudinal support 289 and the shaped metal slide 290 are fixed (fitted with strengthening) two cables 322 and 321 of which have different polarities. The cables 322 and 321 present a isolating part 323, 324 and a metallic part 325, 326 leading electricity that is transmitted through the electric current. The shaped metal slide 290 is putted in contact with the metallic part 325 via at least one acute protuberance 327 which penetrates the cable 321 at the time of installation of the power line 286, the shaped metal slide 290 representing one of the two polarities. The lower profile of the shaped metal slide 290 is continued by a isolating portion 328, also set in longitudinal support 289 with some screws 320, after which the power line 286 is continued on a length equal to that of the shaped metal slide 290 with another shaped metal slide 329, having contact via at least one acute protuberance 330 with the cable 322, respectively with the metallic part 326 that holds the second polarity. The shaped metal slides 290 and 329 together with the isolating portion 328 then alternate throughout the length of route electric supply source 5 . The distance between the two neighbouring isolating portions 328 is equal to the distance between the two metal slides 285 of the hybrid vehicle 2, 31 or 51. The manner of making cables 321 and 322 allow energy supply through a single vertical pillar of both polarities (phases) or in other variant through some vertical pillars located at big distance, the rest of vertical pillars being used only to support the power line 286 and therefore less expensive. In operation, during the time when the two metal slides 285 cover the length of the isolating portions 328, in the interior of the hybrid vehicle 2, 31 and 51, respectively in the interior of the switch 126 (see the example of Fig. 5), the polarity of the electric current is inversed, in such manner that all the devices inside the hybrid vehicle 2, 31 or 51 are supplied always with the same polarity. The switch 126 inverses again the polarity when passing the following isolating portions 328, and so. To achieve this sequence the electronic unit 127 is informed by the block of sensors 128 by the exact position of the vehicle hybrid 2, 31 and 51, respectively of the pantographs 281 in relation with the position of profiled metal slides 290 and 329. More particularly, in the case of hybrid vehicle 51, to the crossing of the pantographs 281 over insulating portions 328, the electric reversible machine 54 is powered by electricity using the electric rechargeable source 52 so that the hybrid vehicle 51 has a smooth motion, without interruptions. One or more visual markings 331, situated on the border or on the road, tell to the driver, when the hybrid vehicle 2, 31 or 51 is a bus, the most favourable place to stop in the stations. This ensures a charging position for the vehicle hybrid 2, 31 or 51 also when is stopped.

In an alternative construction described in Fig. 22 a power line 339 used instead longitudinal support 281 other longitudinal support 340 having some lateral fins 341 which are designed to protect by the bad weather a number of shaped metal slides 342 and 343. In this case, the shaped metal slides 342 and 343 and some isolating portions 344 situated between them, have all rounded lower profile. Between the longitudinal support 340 on the one hand and the shaped metal slides 342 or 343 and the insulating portions 344, on the other hand is set by means of screws 345 a cable 346, which contains two metallic parts 347 and 348, each representing one polarity, and a isolating part 349 surrounding the metallic parts 347 and 348. In this case, the connecting of the shaped metal slides 342 and 343 with the metallic parts 347 and 348 is achieved by means of acute screws 350 preferably self- screwing.

A hybrid vehicle 2, 31 or 51 can use as a mobile charging device two contactors 300, each achieved in the form of a telescopic cylinder 301, also extensible which can be acted electrical, hydraulic or pneumatic (Fig. 23). The telescopic cylinder 301 presents at a top at least a metal slide 302, positioned in cross-over vehicle. The two contactors 300 are located on the top and preferably at the extremities of the hybrid vehicle 2, 31 or 51. In this case the infrastructure is similar to that described in the example of the Fig. 20 except that the power line 286 or 298 is suspended from the vertical pillars 288, respectively from the cross-bearers 287, using a system of cables 303. A hybrid vehicle 2, 31 or 51 can use as a mobile charging device two contactors 310, each achieved in the form of an pivoting arm 311, also extensible which can be acted electrical, hydraulic or pneumatic (Fig. 24). The pivoting arm 311 presents at a top at least a metal slide 302, positioned in cross-over vehicle. The two contactors 310 are located on the top and preferably at the extremities of the hybrid vehicle 2, 31 or 51. In this case the infrastructure is similar to that described in the example of fig. 20 except that the power line 286 or 298 is suspended is suspended from the vertical pillars 288, respectively from the cross-bearers 287, with some beams 313 of a type with railings or a similar type.

In cases of the solutions described in Fig. 20, 21, 22, 23 and 24 applied to articulated vehicles (such as buses) or heavy trucks (with semi-trailer) one of the contactors can be placed in front of the vehicle (on the tractor part) and the second contactor in the back (on semi- trailer).

For all the solutions with two contactors as described before in the Fig. 20, 21, 22, 23 and 24 the mobil charging device is connected with the internal electric system of the hybrid vehicle 2, 31 or 51 in the manner indicated at the example from the Fig. 5.

They can also be achieved mobile charging devices made by combinations of those described above.

Claims

1. A hybrid transport system for urban areas and/or for adapted roadways and highways, achieved by hybrid vehicles from different types and sizes characterized by:

-it uses at least one hybrid vehicle (2) propelled by the energy contained in a rechargeable source (8), which is supplied periodically with electric energy during the stops, but also in motion, by an infrastructure (3) containing a system of route electric supply sources (5), fixed, located on the vehicle usual way, the rechargeable source (8) being also supplied during the parking period from a parking electrical source (10) included in the infrastructure (3). -the route electric supply source (5) are connected with a general electric network (4) included in the infrastructure (3), the supplying of the hybrid vehicle (2) with energy from outside being made by a temporary mobile connection (7) which has a part included in the hybrid vehicle (2), named mobile charging device and an other part included in the route electric supply source (5), respectively in the infrastructure (3), being achieved as metal sheets or electric lines made on various shapes.

-the parking electrical sources (10) are also connected with the general electric network (4) the supplying of the hybrid vehicle (2) with energy from outside being made by a temporary fixed connection (11), type socket/plug, where the plug can be included in the hybrid vehicle (2) and the socket in the parking electrical source (10) or inverse .

-the rechargeable source (8) can be supplied, in emergency cases, from a thermo- chemical source (18) included in the hybrid vehicle (2), the thermo-chemical source (18) being represented by a heat engine with rotating shaft, or by a heat engine with free piston, or by a fuel cell, all these having the possibility to be supplied by a fuel tank (19) for liquid or gaseous combustible, also included in the hybrid vehicle (2).

-the rechargeable source (8) is directly feed with energy from the temporary mobile connection (7) or from the temporary fixed connection (11), or by through a energy transformer (12), in the case when the accumulated energy employed by the rechargeable source (8) is different from the energy supplied from the temporary mobile connection (7) or from the temporary fixed connection (11).

-concomitantly with the route supplying phase or after the hybrid vehicle (2) left the area of the route electric supply source (5), the rechargeable source (8) delivers energy through a control distribution box (13) to at least one reversible machine (14) which acts through a transmission (15) a driving axle (16) connected with some wheels (17) which achieve the propulsion of the hybrid vehicle (2). -if are used two reversible machines (14), these can act a transmission or directly the wheels (17).

-the reversible machine (14) works in deceleration phase as regenerative braking, acting as a generator or as a pump, in function of the type of the hybrid vehicle (2), and producing, concomitantly with the slowing down of the hybrid vehicle (2), the charging energy of the rechargeable source (8), this energy being reused later in the subsequent acceleration phase.

-depending on the type of thermo-chemical source (18) and on the type of rechargeable source (8), the energy delivered by the thermo-chemical source (18) can be utilised directly by the rechargeable source (8); in a second case the thermo-chemical source (18) can act directly the energy transformer (12) or by using a converter (20); in a third case the thermo-chemical source (18) can act in parallel with the reversible machine (14), transmitting the power through a transmission to the same driving axle (16) or to on other which is different.

2. Hybrid transport system as described in the claim 1 characterized by: -it uses at least one hybrid vehicle (31) which is supplied periodically with electric energy by the infrastructure (3), energy which is transmitted indirectly to a hydraulic rechargeable source (32), the main propulsion system of this hybrid vehicle (31) being considered hydraulic.

-when the hybrid vehicle (31) is connected with a route electric supply source (5), through the temporary mobile connection (7), the electric energy provided by the infrastructure (3) puts in motion an electric motor (33) which acts through a gear box (34) or directly an auxiliary hydraulic pump (35). -the auxiliary hydraulic pump (35) achieves the charging with high pressure liquid of the hydraulic rechargeable source (32) through an adjusting and distribution hydraulic box (36).

-by the use of the adjusting and distribution hydraulic box (36), the hydraulic rechargeable source (32) delivers the high pressure working fluid to a hydraulic reversible machine (37) which use a transmission (15) to act the driving axle (16).

-the hydraulic reversible machine (37) can act as a hydraulic motor in normal conditions (acceleration, climbing) and as a hydraulic pump in the operation as recuperative braking, the working fluid being delivered in this case to charge the hydraulic rechargeable source (32).

-in emergency cases, if the thermo-chemical source (18) is represented by a heat engine with rotating shaft, this can act through the same gear box (34) the auxiliary hydraulic pump (35) to achieve the charging of the hydraulic rechargeable source (32) and in this case the heat engine has a fixed rotation speed or the heat engine can act in parallel with the hydraulic reversible machine (37) same driving axle (16) or one which is different, in this last case the heat engine having a variable rotation speed; if the thermo-chemical source (18) is represented by a heat engine with free piston, this can act a linear hydraulic pump (38) which produces the charging with high pressure liquid of the hydraulic rechargeable source (32); if the thermo-chemical source (18) is represented by a fuel cell this delivers in emergency case electric energy to the electric motor (33), eventually by the use of the converter (20), aiming to transform the electricity received from the fuel cell in one having similar characteristics to that provided by the route electric supply source (5).

3. Hybrid transport system as described in the claim 1 characterized by: -it uses at least one hybrid vehicle (51) which is supplied periodically with electric energy by the infrastructure (3), energy which is transmitted partially or totally to an electric rechargeable source (52), the main propulsion system of this hybrid vehicle (51) being considered electric.

-if the hybrid vehicle (51) is in motion during the supplying phase from the route electric supply source (5), a part of the electrical energy delivered through the temporary mobile connection (7) is vectored to electric reversible machine (54) by the using of a control distribution box (53), the electric reversible machine (54) transmitting its power through the transmission (15) to the driving axle (16). -if the hybrid vehicle (51) is stopped and connected to the route electric supply source (5), the electric energy from outside is delivered to the electric rechargeable source (52);

-between two route electric supply sources (5), the hybrid vehicle (51) is putted in motion by using the energy accumulated in the electric rechargeable source (52).

-the electric reversible machine (54) can operate as electric motor in normal conditions (acceleration, climbing), or as electric generator in recuperative braking, the produced electric energy being delivered to charging the electric rechargeable source (52).

-in emergency cases, if the thermo-chemical source (18) is represented by a heat engine with rotating shaft, this can act an electric generator (55) with rotating shaft, which achieves the charging of the electric rechargeable source (52) through a rectifier-regulator (56), and in this case the heat engine has fixed rotation speed; the rectifier-regulator (56) can supply, concomitantly with the electric rechargeable source (52), the electric reversible machine (54) through the control distribution box (53); the heat engine can act in parallel with the electric reversible machine (54) same driving axle (16) or one which is different, and in this case has variable rotation speed; if the thermo-chemical source (18) is represented by a heat engine with free piston, this can act directly an electric generator (57) type linear, which supplies with energy the electric rechargeable source (52) through a rectifier-regulator (58); if the thermo-chemical source (18) is represented by a fuel cell, this delivers in emergency case the electric energy to the electric rechargeable source (52), eventually by the use of the converter (not shown).

4. Hybrid vehicle as described in the claims 1, 2 and 3 characterized by that the electric energy necessary to the operation is transferred from the route electric supply sources (5) through a mobile charging device (70) containing two contactors (71) with same polarities (phase) and a third contactor (72) having a different polarity (phase); the two contactors (71) are located to the sides of the hybrid vehicle (2), (31) or (51), one for each side, and can be commanded by some switches (78) or automatically tacking into account where is positioned (in the right or in the left side) the element of the infrastructure (3) which transmit the energy; simultaneously with any of the contactors (71) is commanded the contactor (72), located under the hybrid vehicle (2), (31) or (51), to close the electric circuit; the mobile charging device (70) makes part from the temporary mobile connection (7); the electric connection between the contactors (71) and (72) with the rest of the propulsion system is made by using some electric cables (73); on the electric cables (73) is mounted a counter (74), which records the quantity of energy supplied by each hybrid vehicle (2), (31) or (51) from the general electric network (4).

5. Hybrid vehicle as described in the claims 1, 2 and 3 characterized by that the electric energy necessary to the operation is transferred from the route electric supply sources (5) through a mobile charging device (122) containing two contactors (123) having different polarities; the two contactors (123) can be acted simultaneously by a single switch (124) or automatically; on trajectories of the cables (73) is interposed a switch (126) which can inverse periodically the party from which is supplied the hybrid vehicle (2), (31) or (51); the switch (126) can be achieved in some cases as a diode bridge; the switch (126) is commanded by an electronic unit (127) which, in the base of information delivered by a block of sensors (128), can inverse the party from which is supplied the hybrid vehicle (2), (31) or (51) when it changes the position of the hybrid vehicle (2), (31) or (51) determining the change of the polarity of the elements of the route electric supply sources (5).

6. Hybrid vehicle as described in the claims 1, 2 and 3 characterized by that the electric energy necessary to the operation is transferred from the route electric supply sources (5) through a mobile charging device (161) containing four contactors (162); the four contactors (162) are coupled in pairs of two, each pairs being located in one side (left or right) of the hybrid vehicle (2), (31) or (51); the contactors (162) from each side have different polarities and are isolated between them by the use of some insulating plates (163); the contactors (162) from the left side can be commanded by the use of a switch (164) and the the contactors (162) from the left side can be commanded by the use of a switch (165) or can be commanded automatically; to achieve the supply with electric energy, the driver can select the switch (164) or (165) taking into account on which side left or right) can find the route electric supply sources (5).

7. Hybrid vehicle as described in the claims 1, 2, 4 and 6 characterized by: -the electric motor (33) acts an auxiliary hydraulic pump (35) through a clutch (75) and a shaft (76); the clutch (75) is automatically coupled by an electronic control unit (77) or by the driver using some switches (78), and is decupled when the electronic control unit (77) detects the saturation in energy, -the hydraulic rechargeable source (32) is represented by a high pressure accumulator (81) which is charged by the auxiliary hydraulic pump (35) using the hydraulic fluid existent in a low pressure accumulator (79) used as fluid reservoir.

-the adjusting and distribution hydraulic box (36) contains a distributor valve (80), on other distributor valve (85), a safety valve (92) and the connection pipes and hydraulic circuits between them.

-the distributor valve (80) is commanded through an actuator (82) by the electronic unit (77) and ca has two positions: a position (83) when the auxiliary hydraulic pump (35) delivers the working fluid from the low pressure accumulator (79) to the high pressure accumulator (81) until it is considered full (charging phase); a position (84) in which the hydraulic auxiliary pump (35) is putted in short-cut, allowing the coupling of electric motor (33) without load and the separation of its circuit from the low pressure accumulator (79) and the high pressure accumulator (81), that corresponding to the acceleration phase, inertial motion and braking.

-during the acceleration phase the high pressure accumulator (81) delivers high pressured liquid towards the hydraulic reversible machine (37) through the distributor valve (85); concomitantly the repressed fluid from the hydraulic reversible machine (37) is vectored towards the low pressure accumulator (79). -the distributor valve (85) is commanded through an actuator (86) by the electronic unit (77) and has four positions: a position (87) in which the hydraulic reversible machine (37) is powered by high pressure liquid from high pressure accumulator (81) and deliver the low pressure fluid to the low pressure accumulator (79), the position (87) corresponding to acceleration phase or climbing in which the hydraulic reversible machine (37) operates as a hydraulic motor; a position (88) that the hydraulic reversible machine (37) is in short-cut and the two circuits of the two accumulators (79) and (81) are blocked (inertial motion phase); a position (89) when the hydraulic reversible machine (37) delivers the hydraulic fluid from the low pressure accumulator (79) to high pressure accumulator (81), the position (89) corresponding to recuperative brake phase or reverse motion, when the hydraulic reversible machine (37) operates as a hydraulic pump; a position (90) in which the hydraulic reversible machine (37) has all connections blocked (parking phase) and also the accumulators (79) and (81) are blocked.

-the safety valve (92) protects the hydraulic circuit in case of over-pressure, -the hydraulic reversible machine (37) transmits its power through a gear wheel (93) to a differential (94) using its gear (95); the differential (94) transmits the power, as it is known, using some transversal transmissions (96) at the wheels (17).

-during normal operation (acceleration phase, climbing, etc.), if the high pressure accumulator (81) is almost empty and no one route electric supply source (5) is in proximity , the driver is informed by a lighting (97) and /or by an analogue indicator (98) and decide the entry into service of a heat engine (99), presenting a rotating shaft (100); the starting of the heat engine (99) is made by using a switch (101), or automatically by the electronic unit (77); the heat engine (99) drives through a clutch (102) and a gear (103) another gear (104) fixed on the shaft (76) which acts the auxiliary hydraulic pump (35); if it finds a route electric supply source (5), the heat engine (99) is stopped.

-the electronic unit (77) takes its decisions based on a block of sensors (105) that monitories all components of the propulsion system and outside information; using a system of advanced sensors, including one which indicate the proximity of the next route electric supply source (5) , the electronic unit 77 can order, instead of the driver, the starting of the heat engine (99). -the driver can decide through a selector (106) to command the reversing direction, the stationing or the parking of the hybrid vehicle (31); also he can act on a acceleration pedal (107) equipped with a position sensor (108), and express his need regarding the level of acceleration; the driver can act on a brake pedal (109) equipped with a position sensor (110) acting on the level of braking; all these information are tacked into account by the electronic unit (77) and processed in same time with the information received from the block of sensors (105); on this basis the electronic unit (77) acts the actuators (82), (86) and (91), the starting and adjustment system of the heat engine (99), the clutches (75) and (102), and the coupling and decoupling system of the charging device (70) to satisfy the wishes of the driver.

-using an advanced system of sensors can build a hybrid vehicle (31) fully driven by the electronic unit (77) and eventually only assisted by one driver.

8. Hybrid vehicle as described in the claims 1, 2, 4, 5, 6 and partially 7 characterized by that it uses, in emergency cases, as thermo-chemical sources a fuel cell (120) commanded automatically or by the driver which acts a switch (101); in this case the driving of the auxiliary hydraulic pump (35) is achieved by the electric motor (33) which is supplied through the converter (20) and some electric cables (121) from the fuel cell (120).

9. Hybrid vehicle as described in the claims 1, 2, 4, 5, 6 and partially 7 and 8 characterized by:

-in case of emergency a heat motor (130) acts a driving axle (131) in the usual manner of actual vehicles, using a gear box (132) and a differential (133); between the gear box (132) and the heat engine (130) is interposed a clutch (134) commanded by an electronic control unit (133); the differential (133) transmits the power, as is known from in the state of the art, through some lateral transmissions (138), to some wheels (139) belonging to the driving axle (131); at one of the power exit of the differential (133) is mounted a clutch (140) serving to disconnect the driving axle (131) when is used only the driving axle (16); the heat engine (130) presents variable rotation speed and torque. The gear box (132) is the type of automatic, robotized or continue.

-if the driver is informed about the impossibility of energy supply from a route electric supply source (5) and about the imminent discharge of the high pressure accumulator (81), may order through another selector (141) the entry into service of the heat engine (130) and its use in a regular manner, depending on the type of gear box (132); the electronic unit (135) monitors continuously the recuperative braking and re-use of the recovered energy in the acceleration phase in conjunction with the operation of the heat engine (130), the clutch (134) and the gear box (132); when the hybrid vehicle (31) re-enters in the area with route electric supply sources (5), the heat engine (130) is decoupled and stopped, the driving axle (131) being also decupled using the clutch (140) and the hybrid vehicle (31) re-enters in an operating mode similar to those described above, based on the hydraulic propulsion.

10. Hybrid vehicle as described in the claims 1, 3, 4, 5 and 6 characterized by:

- a part of the electric energy received from the route electric supply source (5) is used to recharge the electric rechargeable source (52) and simultaneously another part can be used by the reversible electric machine (5), transmitted through some electrical cables (140) respectively (141) and by the use of the control distribution box (53).

-the power generated by electric reversible machine (54) is sent to the driving axles (16) through a shaft (142) connected to a clutch (143); the clutch (143) achieves the coupling of a gear (144) which acts the differential (94) through an other gear (95).

-the electric reversible machine (54) can operate as electric motor during normal operation or as generator in recuperative braking, the electricity produced in this case being delivered to the electric rechargeable source (52) and then reused in accelerated phase by hybrid vehicle (51). -failing route electric supply source (5) and in the case of the depletion of the energy in the electric rechargeable source (52), the driver may order to start a heat engine (145) of the type with rotating shaft, which represents the thermo- chemical source of power; the heat engine (145), having a shaft (146), acts the electric generator (55), also rotating type, that produces electrical recharge of the electric rechargeable source (52), by the use of the rectifier-regulator (56); the heat engine (145) presents a fixed speed; the starting of the heat engine (145) is achieved by means of a switch (101), or automatically by an electronic unit (147); when the electric rechargeable source (52) is saturated with energy, the heat engine (145) is automatically suspended.

11. Hybrid vehicle as described in the claims 1, 3, 4, 5, 6 and partially 10 characterized by that it uses, in case of need, a heat engine (160) type with free piston which acts the linear electric generator (57) also linear type, producing the energy supply of the electric rechargeable source (52) through the rectifier- regulator (58).

12. Hybrid vehicle as described in the claims 1, 3, 4, 5, 6 and partially 10 and 11 characterized by that it uses as thermo-chemical sources a fuel cell (170), which can deliver directly electric energy, in the emergency case to the electric rechargeable source (52) or eventually by the use of a rectifier-regulator.

13. Hybrid vehicle as described in the claims 1, 3, 4, 5, 6 and partially 10 characterized by that it uses, in case of need, a heat engine (130) which acts on a driving axle (131), in the usual manner of actual vehicles, through a gear box (132) and a differential (133), the driving axle (16) being acted by the electric propulsion system; at one of the power exit of the differential (133) is mounted a clutch (140) serving to disconnect the driving axle (131) when is used only the driving axle (16).

14. Hybrid vehicle as described in the claims 1, 2, 3, 4, 7, 8, 9, 10, 11, 12 and 13 characterized by:

-it uses as mobile charging device two contactors (180), located at each side, each presenting an pivoting arm (181), mounted at one end using a bolt (182) assembled with a body (183) of the hybrid vehicle (2), (31) or (51); the pivoting arm (181) presents mounted at the other end a wheel (184) metallic or having metal insertion, pivoting on another bolt (185); the pivoting arm (181) can be operated with a cylinder (186), hydraulic or pneumatic type, which is articulated to an end on the body (183) with a bolt (187) and at the other end with the pivoting arm (181) through another bolt (188); the contactors (180) are usually hided inside of some side precincts (189).

-the mobile charging device contains a third contactor (190), with identical construction as the contactors (180) which is mounted in the central position, vertically, and may be hided in a central precinct (191). -the electric connections in the interior of the hybrid vehicle (2), (31) or (51) and in the interior of the contactors (180) and (190) are made without shortcuts.

15. Hybrid vehicle as described in the claims 1, 2, 3, 4, 7, 8, 9, 10, 11, 12 and 13 characterized by:

-it uses as a mobile charging device two contactors (210), located at each side, each presenting an pivoting arm (211); the pivoting arm (211) is mounted at one end using an axle (212) assembled on a body (213) of the hybrid vehicle (2), (31) or (51); the pivoting arm (211) presents mounted at the other end an elastic portion (214) on which is mounted two rollers (215), metallic or having metal insertion, each articulated in a bolt (216); the pivoting arm (211) can be actuated by the rotation of the axle (212) caused by a mechanical, hydraulic, pneumatic or electromagnetic device.

-the mobile charging device contains a third contactor (217), identical as construction with the contactors (210) but which is mounted in the central position, vertically.

-the existence of the elastic portions (214) can compensate by deformation the small changing in trajectory of the hybrid vehicle (2), (31) or (51) or in the case of the contactors (217) to compensate the bumps existing in the road surface, -when the hybrid vehicle (2), (31) or (51) arrives in the area of the route electric supply source (5), one of the contactor (210) and the contactor (217) are pivoted until they enter in contact with the elements of the infrastructure and the elastic portions (214) can be deformed after this contact.

16. Hybrid vehicle as described in the claims 1, 2, 3, 4, 7, 8, 9, 10, 11, 12 and 13 characterized by:

-it uses as a mobile charging device two contactors (230), located at each side, each presenting an pivoting arm (231), made by round or rectangular tubes; the pivoting arm (231) is mounted at one end using an axle (232) assembled on a body (233) of the hybrid vehicle (2), (31) or (51); the pivoting arm (231) presents mounted at the other end an elastic portion (234), consisting in a flexible metal wire or in a flexible metal strip.

-the mobile charging device contains a third contactor (235), identical as construction with the contactors (230) but which is mounted in the central position, vertically.

-the existence of the elastic portions (234) can compensate by deformation the small changing in trajectory of the hybrid vehicle (2), (31) or (51) or in the case of the contactors (235) to compensate the bumps existing in the road surface, -when the hybrid vehicle (2), (31) or (51) arrives in the area of the route electric supply source (5), one of the contactor (230) and the contactor (235) are pivoted until they enter in contact with the elements of the infrastructure and the elastic portions (234) can be deformed after this contact.

17. Infrastructure as described in the claims 1, 2 and 3 adapted to be used for the hybrid vehicle as described in the claims 14, 15 and 16 characterised by:

-it uses some elements of the route electric supply source (5) formed in the side part by at least a metal strip (192) included in a border (193) of a road (194) on which is moving the hybrid vehicle (2), (31) or (51); the metal strip (192) represents one of two polarities of the route electric supply source 5; at least a metal plate (195) is included in the horizontal surface of the road (194) constituting the second polarity of the route electric supply source (5). -the metal strip (192) is connected through an isolated cable (196) with the distribution and regulation station (6); the metal plate (195) is connected through a cable (197) (isolated or not) with the distribution and regulation station (6); the metal plate (195) is mounted in the border (193) through an isolated bracket (198) which it isolates from the rest of the border (193).

-the distribution and regulation station (6) is powered by electric general network (4) through a isolated cable isolated (199); the distribution and regulation station (6) is controlled by an electronic unit (200) in the base of information received from a block of sensors (201) so that to feed with electricity the metal strips (192) and the metal plates (195) only when is detected in the area a hybrid vehicle (2), (31) or (51).

18. Hybrid vehicle as described in the claims 1, 2, 3, 6, 7, 8, 9, 10, 11, 12 and 13 characterized by:

-it uses as a mobile charging device two contactors (250), located at each side, each presenting an pivoting arm (251), having a certain length, over which is overlapped an other pivoting arm (252) longer.

-the two pivoting arms (251) and (252) are electrically isolated and solidified between them with a spacer (254) made of insulating material; the two pivoting arms (251) and (252) and the spacer (254) are fixed at one end in a shaft (253) which can be telescopic; the two pivoting arms (251) and (252) are at the other end type elastic portions (214) with rollers (215).

-the contactors (250) stand normally retired and protected inside some alveolus

(255) located on a body (256) of the vehicle hybrid (2), (31) or (51).

-when entering in the zone of action of the route electric supply source (5) one of contactors (250) is elevated and rotated using a mechanical, hydraulic, pneumatic or electric device until the rollers (215) comes into contact with the elements of the route electric supply source (5).

-if the body (256) is for a bus or other vehicle higher than a passenger car, the axle (253) is no longer needed to be telescopic, serving only for the rotation of the pivoting arms (258) or (257) which can be hidden in some side precincts.

19. Hybrid vehicle as described in the claims 1, 2, 3, 6, 7, 8, 9, 10, 11, 12, 13 and partialy 18 characterized by: -it uses as a mobile charging device two contactors (270), located at each side, each presenting an pivoting arm (271), having a certain length, over which is overlapped an other pivoting arm (272) longer.

-the two pivoting arms (271) and (272) are electrically isolated and solidified between them; the two pivoting arms (271) and (272) are at the end an elastic portions (234) consisting in a flexible metal wire or in a flexible metal strip.

20. Infrastructure as described in the claims 1, 2 and 3 adapted to be used for the hybrid vehicle as described in the claims 18 and 19 characterised by that some elements of the route electric supply source (5) are composed as a metal strip (257) located at a certain height, preferably build over that of a man considered excessive (minimum 2 m higher), and another metal strip (258) superposed and distanced by the metal strip (257); the metal strips (257) and (258) are protected through a housing (259) and suspended with the help of some columns (260); the two metal strips (257) and (258) have different polarities; the metal strip (258) is electrically isolated with the help of some spacers (261) attached to columns (260); the housing (259) presents a median portion (262) which isolates electrically the area between the two metal strips (257) and (258).

21. Hybrid vehicle as described in the claims 1, 2, 3, 5, 7, 8, 9, 10, 11, 12 and 13 characterized by that it uses, as component of a mobile charging device, at lest one contactor (280), achieved as a pantograph (281) articulated in an axle (282), fixed on top of a body (283) into a bracket (284); the pantograph (281) can be acted by a mechanic, pneumatic, hydraulic or electric device, being extensible; the contactor (280) presents in the in the upper portion at least one metal slide (285), positioned in cross-over vehicle; the second contactor, assuring the second polarity, can be achieved in any other manner.

22. Hybrid vehicle as described in the claims 1, 2, 3, 5, 7, 8, 9, 10, 11, 12 and 13 characterized by that it uses, as component of a mobile charging device, at lest one contactor (300), achieved in the form of a telescopic cylinder (301), also extensible which can be acted electrically, hydraulically or pneumatically; the telescopic cylinder (301) presents at a top at least a metal slide (302), positioned in cross-over vehicle; the second contactor, assuring the second polarity, can be achieved in any other manner.

23. Hybrid vehicle as described in the claims 1, 2, 3, 5, 7, 8, 9, 10, 11, 12 and 13 characterized by that it uses, as component of a mobile charging device, at lest one contactor (310), achieved as in the form of an pivoting arm (311), also extensible which can be acted electrically, hydraulically or pneumatically; the pivoting arm (311) presents at a top at least a metal slide (302), positioned in cross-over vehicle; the second contactor, assuring the second polarity, can be achieved in any other manner.

24. Hybrid vehicle as described in the claims 21, 22 and 23 characterized by that it uses two contactors (280), (300) and (310) or them combinations located on the top of the hybrid vehicle (2), (31) or (51) and preferably distanced, respectively one in the front and other in the rear side; in the case when the hybrid vehicle (2), (31) or (51) has a configuration as an articulated vehicles (such as buses) or heavy trucks (with semi-trailer) one of the contactors (280), (300) and (310) can be placed in front of the vehicle (on the tractor part) and the second contactor in the back (on semi-trailer).

25. Infrastructure as described in the claims 1, 2 and 3 adapted to be used for the hybrid vehicle as described in the claim 24 characterised by : -it uses, as element of the route electric supply source (5), a power line (286) suspended at a height greater than hybrid vehicle (2), (31) or (51) by means of cross-bearers (287) set themselves on some vertical pillars (288) mounted in the road infrastructure, outside the runway; the power line (286) is made up mainly in the top side by a longitudinal support (289), preferably achieved from a insulation material, and in the underside by a shaped metal slide (290), having in a first variant a flat bottom, mounted with the help of some screws (320) in the longitudinal support (289); between the longitudinal support (289) and the shaped metal slide (290) are fixed (fitted with strengthening) two cables (322) and (321) of which have different polarities; the cables (322) and (321) present a isolating part (323), respectively (324) and a metallic part (325), respectively (326) leading the electric current; the shaped metal slide (290) is putted in contact with the metallic part (325) via at least one acute protuberance (327) which penetrates the cable (321) at the time of installation of the power line (286), the shaped metal slide (290) representing one of the two polarities; the lower profile of the shaped metal slide (290) is continued by a isolating portion (328), also set in longitudinal support (289) with some screws (320), after which the power line (286) is continued on a length equal to that of the shaped metal slide (290) with another shaped metal slide (329), having contact via at least one acute protuberance (330) with the cable (322), respectively with the metallic part (326) that holds the second polarity; the shaped metal slides (290) and (329) together with the isolating portion (328) then alternate throughout the length of route electric supply source (5) .

-the distance between the two neighbouring isolating portions (328) is equal to the distance between the two metal slides (285), (302) or (312) of the hybrid vehicle (2), (31) or (51).

-the manner of making cables (321) and (322) allow energy supply through a single vertical pillar of both polarities (phases) or in other variant through some vertical pillars located at big distance, the rest of vertical pillars being used only to support the power line (286). -the electronic unit (127), in the base of information received from the block of sensors (128) by the exact position of the vehicle hybrid (2), (31) and (51), commands the switch (126) which change the polarity (phase) of the electric current in such manner that all the devices inside the hybrid vehicle (2), (31) or (51) are supplied always with the same polarity (phase).

26. Infrastructure as described in the claim 25 characterised by that it uses a power line (339) having a longitudinal support (340) with some lateral fins (341), created to protect by the bad weather a number of shaped metal slides (342) and (343); the shaped metal slides (342) and (343) and some isolating portions (344) situated between them, have all rounded lower profile; between the longitudinal supports (340) on the one hand and the shaped metal slides (342) or (343) and the insulating portions (344), on the other hand is set by means of screws (345) a cable (346), which contains two metallic parts (347) and (348), conductive, each representing a polarity, and a isolating part (349) surrounding the metallic parts (347) and (348); the electric connection of the shaped metal slides (342) and (343) with the metallic parts (347) and (348) is achieved by means of acute screws (350) preferably self- screwing.

27. Infrastructure as described in the claims 25 and 26 characterised by that the power line (286) or (339) is suspended from the vertical pillars (288), respectively from the cross-bearers (287) using a system of cables (303).

28. Infrastructure as described in the claims 25 and 26 characterised by that the power line (286) or (339) is suspended from the vertical pillars (288), respectively from the cross-bearers (287) using some beams (313) of a type with railings or a similar type.

29. Infrastructure as described in the claims 25 and 26 characterised by that, if the hybrid vehicle (2), (31) or (51) is a bus, one or more visual markings (331), situated on the border or on the road, indicate to the driver the most favourable place to stop in the stations to ensure the recharging; in this position (vehicle stopped) the switch (126) does not change the polarity.

30. Infrastructure as described in the claims 17, 20, 25, 26, 27 and 28 characterised by that it can be implemented on city streets, on interurban roads or on highways and can be achieved as a discontinue or as continue structure, located in the left or/and right side of these ways.