The object of the invention is a new intelligent, sound-absorbing, anti-frost, anti-slip road structure, capable of reducing the speed of the vehicle, up to the limit of avoiding any danger, and converting part of the kinetic energy possessed by the moving vehicle into electrical energy.

A classic road structure is made up of: form layer of ballast, foundation layer of ballast, broken stone layer, binding layer of asphalt mixture and wear layer of asphalt mixture.

Since, in this invention, a basic element is the replacement of the two layers of the asphalt mixture (binding layer and wear layer), we will present, for the beginning, the known technical status of the production technologies of asphalt mixtures as well as the frequent problems that arise as a result of their use.

There are many known methods of producing asphalt mixtures that can be grouped into three categories depending on the temperature of the process: at room temperature, at a temperature between room temperature and 100°C and at a temperature above 100°C. The preparation of asphalt mixtures at room temperature requires the fluidization of the bitumen at this temperature, which can be obtained by adding large amounts of volatile solvents [W02010/031838A2], having the major disadvantage of environmental pollution following the evaporation of these solvents. An alternative is the emulsification of bitumen in water, but this method leads to inferior mechanical properties of the mixtures obtained [W02010/031838A2]. An example of a process for preparing asphalt mixtures at temperatures below 100°C is the production of a foam, during mixing, by water-in-oil dispersion of bitumen in water [WO2007/112335A2]. Such processes have the advantage of reducing the energy consumed and the polluting emissions, but also the disadvantage that they require substantial modifications of the standard hot mixing equipment.

The most used processes for producing asphalt mixtures are carried out at temperatures above 100°C. The working temperature is determined by the viscosity of the bitumen. The widespread use of these processes is due to their simplicity and robustness, the main control parameter being temperature [W02010/031838A2]. However, there is the disadvantage of a substantial amount of heat consumed for heating and drying the mineral aggregates, as well as the presence of unwanted emissions. Various solutions are known for reducing the mixing temperature (over 100°C) by adding some additives. Thus, paraffins are added to obtain an acceptable viscosity at a temperature about 30°C lower [US 6 588 974]. However, there is a risk of degradation at low temperatures, as well as that of a more difficult compaction. Other solutions of this kind propose the use of zeolites to increase fluidity [eg. US 2005/0076810], which implies significant additional costs and complications of the mixture preparation process. An interesting recent invention [W02010/031838A2] refers to bituminous compositions that contain at least one additive and are aged for a certain period of time (from a few days to a few weeks). Asphalt mixtures are obtained in this way at lower temperatures and have improved properties, being at the same time easier to spread and compact. Bituminous compositions have significantly increased performance, contrary to expectations, as it is known that standard additives lead to performance deterioration when the asphalt mixture is stored for several days. The aging process takes place at standard temperatures (corresponding to the type of bitumen used), which are between 100-200°C, which constitutes a very big disadvantage due to the energy consumption required to maintain those temperatures throughout the storage period.

The accelerated development of road construction, of all categories, imposes, for public authorities and specialized companies, an increased concern, aiming at the identification of new construction materials that ensure a higher quality, especially in terms of durability, but also at the lowest possible costs. Equally concerning, this objective is associated with the issue of protecting the environment. In this context, the promotion of some research for the valorization of industrial waste by incorporating it into the materials used in road construction, including the wear layer, appears naturally. Roads are an expensive infrastructure, requiring large resources for construction and maintenance, so that there is a constant need for better performing materials and innovative applications of existing materials.

The problem of the formation and deposition of ice on the roads, as well as the noise produced by the running of cars, has been analyzed and studied in the scientific world, many solutions being developed, but their viability and performance solve the problems: partially, locally or for a certain period of time. This fact keeps the problem current, the research in the field approaching new materials and solutions for road infrastructure.

Throughout the world, road management is a problem, showing interest both in the scientific community and in that of engineers in the field. The worldwide concern for improving the quality of roads is directly related to people's health (reducing noise, traffic safety) and ensuring the economic and financial well-being of states, roads being the promoter of economic and financial activity. The noise produced by cars when the tires contact the road surface, as well as the formation and deposition of ice, are two problems of interest that have been intensively studied.

The process of ice formation and deposition on the roads is a phenomenon with serious repercussions in terms of: traffic safety, protecting people's lives, repair costs and the interruption of economic activities. The specialized literature presents the following actions used in the removal of ice on road infrastructures: mechanical, the application of chemical compounds (sodium chloride, calcium chloride, magnesium chloride, potassium acetate, calcium and magnesium acetate), heating of structures (electricity, gas with hot water or using infrared sources) and the use of anti-freeze additives in the preparation of asphalt mixes.

Mechanical processes temporarily solve the problem and cannot remove the deposited ice, the efficiency being reduced when removing the snow layer. Also, they cause the degradation of the road surface.

The use of registered brand additives, such as Verglimit®, Mafilon®, IceBane® and WinterPave®, in the preparation of asphalt mixtures is applied in: USA, Japan, China and Europe. These additives are based on chemical anti-icing compounds, such as sodium chloride, magnesium and sodium hydroxide encapsulated in oil or vinyl acetate that are introduced into the hot mixture. The performance studies carried out in the use of additives are controversial in terms of the resistance of road structures over time, as well as the anti-freeze effect that has been proven to vary with temperature and humidity, and is sometimes insignificant. This technology has as its main risk balancing the controlled release of anti-icing chemical compounds and reducing the durability of the roads.

In this situation, the concern for providing solutions in the modernization processes and in the construction of new roads is justified and welcome.

Regarding the data from the literature regarding the production of hydrophobic materials, anti-vibration materials with the ability to reduce the formation and deposition of ice, as well as to reduce the noise produced by vibrations, these types of materials are only addressed in the context of using some of them to improve the quality of asphalt mixtures, without reaching the hydrophobization of the road surface or the significant reduction of vibrations.

In the context of the adoption of the European Directive 2002/49/EC on noise reduction, in the countries of the European Union, until this moment, acoustic maps and action plans for ambient noise have been developed. The action plans are limited to: restrictions on the driving hours of heavy vehicles, the running of public transport on smooth sections of the roads and the use of quality tires. There are countless patents regarding the performance of the wear layer made of asphalt mixtures, but its high rigidity cannot eliminate the noise and the danger of skidding during of the frost period.

The technical problem that the invention solves consists in creating an intelligent soundabsorbing road structure, with anti-skid properties, which will reduce the speed of the vehicle and, in certain cases, take the additional kinetic energy from the braked vehicle in order to transform it into electrical energy.

Brief presentation of the invention

The new road structure, in accordance with the present invention, solves this technical problem and eliminates the previously mentioned disadvantages, bringing new benefits from the point of view: economic, environmental and increasing road safety (reduction of road accidents, reduction of victims of road and pedestrian traffic), in that it is made modular with the introduction of high quality materials, together with recycled materials or obtained from petroleum residues, in the foundation and base layers, over which a layer of reinforced concrete with additives of lamination is made, sized according to the weight and traffic of the means of transport that pass through it. Holes are provided in the reinforced concrete layer for pipes that create the lower branches of the pressurization/depressurization loops and incorporated metal beams to which the modular carpets are fixed with screws. The modular carpets are provided longitudinally with holes in which the upper branches of the pressurization/depressurization loops are fixed. The lower and upper branches of the pressurization/depressurization loops are connected with connections by means of quick-fixing elements for pipes. Each loop is connected to two solenoid valves, one for pressurization and another for depressurization. The pressurization/depressurization loops are connected to a fluid supply instalation (air or water) their pressure being given by a pressure sensor. The fluid supply instalation consists of a compressor and a pipe leading to the pressurization/depressurization loops. In another version, the fluid supply installation is made up of a water tank equipped with electrovalves between which is connected an electric pump that feeds the pressurization/depressurization loops through the pipe. The installation is also provided with a radar system, computer and automation system. Traffic speed is monitored by a computer system based on artificial intelligence that ensures the optimal pressure in the modular carpet relative to the imposed speed to move on the respective section. The elastic structure of the modular carpet leads to the reduction of vibrations and noise, and under the action of the weight of the vehicles or through repeated pressurization/depressurization, the breaking of the ice crusts takes place. By introducing, during the winter, warm air or hot water into the loops located in the modular carpet (the upper branch of the loop) and the reinforced concrete (the lower branch of the loop) the danger of the formation of the snow layer is removed. In the variant in which the lower branches of the loops are removed from the reinforced concrete recesses and are placed outside the road structure, in the vicinity of the construction and in their circuit turbines connected to electric current generators are interleaved. Undisciplined drivers driving wihtat high speeds and they don't take into account the imposed speed produise un supplement of kinetic energy, compared to the kinetic energy required to travel the road section (at the imposed speed). This is transformed into electrical energy that can be used for air/water heating or hydrogen generation. Braking of vehicles with excessive speed is done by depressurizing the loops on which the vehicle moves (presses), is created a resistance to moving forward and a displacement of the existing fluid in the loops simultaneously with a significant increase in the pressure of the fluid (water, air). When the lower loops are taken outside the structure and when in these circuits are interspersed electric current generation systems (made up of turbines and generators), the very high pressure of the fluid passing through the turbines will generate electric current.

The road structure, according to the invention, presents the following advantages:

- Reduced noise emission in the environment and in the vehicle;

- Eliminating the danger of slipping and breaking the ice crust;

- Avoiding snow deposits;

- Interchangeability of modular carpets;

- Increasing the reliability of means of transport;

- Reducing the costs of repairing both roads and means of transport;

- Reducing the manufacturing costs of the means of transport by giving up solid and oversized materials, used for annihilate the noise and vibrations caused by the current roads structure;

- Easy interventions on the base layers without damaging the running layer by removing it;

- Increasing traffic safety, reducing the number of accidents due to skidding in the cold season, but also as a result of excessive speeding on sections with risk of accidents (at pedestrian crossings, dangerous curves, slopes); - Removing the danger of cerebral accidents due to noise;

- Reduction of maintenance costs by eliminating non-slip materials;

- Conservation of NaCl and CaCk reserves (anti-slip solutions) for nobler purposes;

- Production of modular carpets and their mounting in the cold season;

- Reduction of environmental pollution as a result of the replacement of hot mixtures, but also as a result of the reduction of fuel consumption in vehicles that should be redesigned to a lower weight;

- Execution/use of only one type of tire, regardless of the season (summer or winter);

- The production of electricity from the kinetic energy of vehicles that exceed the imposed speed limit, with applicability in the pedestrian crossing area, in dangerous curves, slopes and on highways;

- The system provides safety in traffic for vehicles in motion, avoids dab rear bumpers, for vehicles moving in the same direction, but also for vehicles going down the slope;

- The production of thermal energy (hot water) by circulating water through the pressurization/depressurization loops in the warm season.

Next, the invention is presented in detail, in correlation with figures 1-6:

Fig. 1 a), b) - Intelligent road structure (overview of a module and related installation);

Fig 2 - Modular carpet: a) view in space, b) view in section;

Fig. 3 - Reinforced concrete layer: a) view in space, b) view in section;

Fig. 4 - Pressurization/depressurization loop of the modular carpet;

Fig 5 - The pressurization/depressurization loop provided with a system for converting kinetic energy into electrical energy when the vehicle in traffic does not respect the imposed speed limit;

Fig.6 - Operation diagram for braking vehicles that exceed the imposed speed limit.

In Fig. 1 a) and b) is presented the road structure. This is the object of the present concept of sound-absorbing, anti-frost, anti-skid structure and capable of regulating the speed of movement of vehicles from the outside (independent of the driver's will) through a controlled braking of the vehicle, constituted from:

Form layer 1 - soil stabilized with a liquid product based on sulfonated anionic surfactant compounds, which we call Stabiosol Plus, which, mixed with water, acts as a catalyst and produces ionic exchanges in the structure of the form layer. The product, Stabisol Plus, is obtained by the controlled exothermic reaction in an aqueous medium (59,17%) between sulfuric acid (31,95%) and acid refinery tar (8,88%), followed by filtration. The mass composition was rendered percentageally. The stabilizer is a greenish-brown liquid with the following characteristics: specific density - 1,2-1,35 g/cm , pH at 20 C - 0,5-0, 8, viscosity max. 2,3cP, solubility in complete water. The optimal application concentration of the stabilizer is 3% diluted with water. The deformation modulus of the shape layer is 200-250 daN/cm . The advantage of using the stabilizer is that it can also stabilize clay soils without be the nessesary to replace them. These layers of clay soil together with the sand gain great stability as a result of the ionic bonds and the rapid removal of the existing water.

Stabilized ballast layer 2 with products obtained based on cement and power termoplant ash and superplasticizer based on naphthalene sulfonate obtained from coke chemical residues.

Reinforced concrete layer 3, reinforced with iron cocrete or fiberglass bars, which includes up to 25% shavings and/or mineralized conifer sawdust with 3% copper sulfate, 4% calcium chloride and 5% sodium silicate, provided with holes for inserting some pipes high density of polyethylene which creat the lower branches of the pressurization/depressurization loops (chambers) and U profile for fixing the modular carpet with S screws.

Modular carpet 4 of special construction provided with the upper branches of the pressurization/depressurization chambers, and on the running surface there are grooves for adhesion and ensuring the drainage of water from precipitation.

Fluid supply system of the pressurization/depressurization loops, is made up of a pipe 5, connected to the compressor 7, or in another version made up of pipe 5 connected through the solenoid valve 8 to the pump 6 that takes water from the tank r and it pumps it into the pressurization/depressurization loops. Between the pump 6 and the tank r there is the solenoid valve E commanded by the automation system 9.

The pressurization/depressurization loops (the chambers) are made up of solenoid valves pos. 13.1, 13.2, ...13.n for pressurization and solenoid valves pos. 13.1', 13.2',... 13.n' for depressurization, pressure sensors pl, p2, ...pn, - fig.l, the upper branches and the lower branches of the loops are connected, with quick fixing devices pipes, to the rigid connections, whose position is reproduced and represented in fig. 4.

Radar system R for detecting the speed of the vehicle, which is connected to the computer C. The automation system 9, interconnected with the computer C that receives the speed of the vehicle (given by the radar R) and the pressure from each pressurization/depressurization loop, issues all commands to the compressor (or the electric pump) and solenoid valves, thus ensuring the optimal pressure necessary for the vehicle to move at a speed that corresponds to the speed limit imposed by the section made with the intelligent road structure.

In Fig. 2 a) shows the construction form of the modular carpet with the dimensions L x w x g, which longitudinally shows round holes, the pos. 10, into which the upper branches of the pressurization/depressurization chambers are inserted. The upper branches of the pressurization/depressurization chambers are made of rubber hose similar to the chambers on the wheels of automobiles. The modular carpet has a resistance structure ensured by the internal reinforcement made: either from polymer fibers or from the metal structure similar to car tires. The modular carpet is well fixed in the reinforced concrete layer, therefore it must be provided with several holes arranged in such a way as to maintain its stability when the braking forces of the vehicle occur. Fixing is done with appropriate screws, so that the screw is buried in the modular carpet, and the remaining hole is covered with a rubber plug. Grooves with different profiles are made on the running surface of the modular carpet with a depth of up to 10 mm. When installing the modular carpet, it will be provided with a drainage slope so that the water from precipitation is removed. In Fig. 2 b) the structure of the modular carpet is represented:

Pos. 4.1 - Base layer composed of natural rubber and recyclable rubber granules (25%) with metal insert of thin steel cables;

Pos. 4.2 - Lower layer, of natural rubber reinforced with thin textile fibers, arranged on the base surface. The presence of textile fibers increases the resistance of the modular carpet;

Pos. 4.3 - Median natural rubber layer in which round holes are placed, longitudinally, for the upper branches of the pressurization/depressurization chambers (loops);

Pos. 4.4 - Upper layer of natural rubber reinforced with textile fibers for road sections with low traffic and thin steel cables in the case of road sections with heavy traffic;

Pos. 4.5 - The natural rubber running layer provided with grooves for adhesion and for removing water from the road. The layer contains additives to increase resistance to wear and friction, with superior performance to those used in the manufacture of car tires while maintaining good elasticity.

The modular carpets will be executed in two stages: the stage of processing in plastic form and then the phase of vulcanization and transition to elastic form. All layers of the modular carpet are provided with fixing holes. The thickness of each layer is dimensioned according to traffic so as to guarantee the safety of traffic.

In Fig. 3 a) and b) shows the construction form of the reinforced concrete layer (pos. 3 from Fig. 1), which includes up to 25% sawdust and/or mineralized conifer sawdust with 3% copper sulfate, 4% chloride of calcium and 5% sodium silicate, with the dimensions L x w x h, which longitudinally presents the holes 12 with the round section in which the lower branches of the pressurization/depressurization loops are inserted. The lower branches are connected with the upper branches of the modular carpet in order to make the loops, respectively the pressurization/depressurization chambers. On the upper surface of the reinforced concrete layer, two metal profiles 11 are incorporated, which will be drilled and threaded accordingly for the screws used to fix the modular carpet. Reinforcement of the concrete is done with reinforced concrete or bars made of fiberglass, and to increase the strength of the concrete, superplasticizers based on naphthalene sulfonate obtained from coke chemical residues are used.

In Fig. 4 shows a pressurization/depressurization loop (loop 1) constituted as follows: the upper part of the loop, pos. 17.1, made of rubber (hose type) is found in the modular carpet, and the lower part of the loop, inflexible, pos. 18.1, located in the layer of reinforced concrete and made of high density polyethylene. The coupling of the two parts of the loop is made with the rigid connections 15.1 and 16.1 with the help of quick fixing devices for pipes, marked with 15.1' and 16.1'. Computer C receives from the radar the speed of the vehicle and the pressure of the pressurization/depressurization loop (of the chamber) from the pl sensor through the conductor 19.1 and transmits a signal to the automation system 9 which commander the compressor 7 through the conductor 21.1 and the two solenoid valves 13.1 and 13.1' through conductor 14.1 and conductor 20.1. When determining the optimal driving pressure for vehicles, first of all, the speed imposed on the road section will be taken into account, and then the tonnage on the axle of the vehicle, its speed, as well as the weather (moisture of the road surface). In other words, the pressure of the pressurization/depressurization chambers is a function with several variables, the computer having to make the optimal decision.

In Fig. 5 a) the pressurization/depressurization loop is presented with a device for obtaining electrical energy from the kinetic energy of the vehicle in traffic that does not respect the imposed speed limit. The upper loop pos. 17.1, which is found in the modular carpet, is supplied with air or water and equipped with the solenoid valves pos. 13.1 and pos. 13.1' and the pressure sensor pl. The lower loop, made of high-density polyethylene, is removed from the road structure in a specially arranged room where electric current will be produced. The kinetic energy of the braked vehicle through depressurization of the loops will lead to the creation of a very high pressure of the fluid in the pressurization/depressurization loop. The fluid will be directed through the rigid pipe, made of high density polyethylene pos. 22.1 and the pipe pos. 23.1 to a turbine pos. 25.1 which is connected to the shaft of an electric current generator pos. 24.1. The lower branch of the loop is made of two rigid pipes pos. 23.1 and pos. 32.1 also made of high density polyethylene. The return of the fluid (air or water) to the circuit is done through the rigid pipe pos. 33.1, made of high density polyethylene. The joints between the pipes are made with quick fixing devices pos. 22.1' and pos. 33.1'.

In Fig. 5 b) and c) the turbine is presented, which consists of: cast iron or steel housing pos. 26.1, two encapsulated bearings pos. 30.1, blades pos. 27.1 and the turbine shaft pos. 28.1. The tightness of the turbine is achieved with the help of two cast iron or steel caps, pos. 29.1, provided with sealing gaskets pos. 29.1' and fixed with screws pos. 31.1.

The turbine housing is composed of the upper part and the lower part, and their connection is made in a horizontal plane that passes through the diameter of the housing. Technologically, the bearing quotas are realized in the mounted position of the two components of the turbine casing. The fluid pressure entering the turbines is made tangential, just like the exit.

In Fig. 6 shows, in a simplified form, the working diagram of the intelligent road system and the way in which the braking of vehicles that exceed the imposed speed limit occurs.

When the vehicle travels at a speed higher than the recommended speed, the radar signals its speed and transmits it to the computer. From preset data or using artificial intelligence (database and knowledge), the computer sends a signal to the automation panel that will adjust the optimal pressure of the pressurization/depressurization chamber. If the driver does not adjust the travel speed, then the system will progressively depressurize the chamber in the modular carpet until the vehicle reaches the speed required by the road section. The depressurization involves a controlled braking of the vehicle until it falls within the speed limit. It is obvious that the moving speed of the vehicle will be opposed by a forward force that will allow the transformation of the kinetic energy (E _c = mv /2) into electric current as a result of the fluid being pushed under pressure in the pressurization/depressurization chambers towards the connected turbines to electric current generators. When a very high depressurization of the loops is achieved, at excessive speeds, then, in addition to the electrical energy, a heating of the modular carpet is also produced due to the intense friction.

If the production of electric current is not desired, the fluid that brakes the vehicle returns to the circuit, maintaining the constant pressure of the loop.

Examples of realization

Example 1

For a road section before a pedestrian crossing. We assume that the street is 5 m wide with traffic in both directions, intended for cars. The structure of the four layers is made, on both traffic lanes, with the following dimensions: the 20 cm shaped layer (consisting of 10 cm of earth and 10 cm of sand) made by depositing a 10 cm layer of sand on the road embankment, after which it is processed with a scarification and another mixing machine on a depth of 20 cm, during which water with a percentage of 3% Stabisol Plus is introduced into the mixture followed by appropriate compaction. The mixture formed from the existing soil (10 cm) with the addition of sand (10 cm) can be made with a single Wirgen type machine. the 20 cm stabilized ballast layer is made with the ballast deposited on the form layer mixed (kneaded) with a product, type hydraulic binder in a percentage of 10% obtained on a cement base (min. 65%) and the power thermoplants ash together with other additives (max. 35%) and superplasticizer based on naphthalenesulfonate obtained from coke chemical residues. It compacts properly. the 30 cm layer of reinforced concrete made of B250 concrete in which 25% of the necessary mass of mineralized conifer sawdust with 3% copper sulfate, 4% calcium chloride and 5% sodium silicate is introduced. The reinforcement is made both longitudinally and transversely from concrete steel with a diameter of 8 mm. Two U100 profiles are incorporated in the reinforced concrete necessary to attach the modular carpet. It is fixed, by embedding in concrete the lower branches of the pressurization/depressurization loops (chambers), respectively 50 high-density polypropylene pipes with a diameter of 30 mm and a pipe wall thickness of 5 mm. Superplasticizer based on naphthalene sulfonate obtained from coke chemical residues is used. It is left to dry for about five days, during which the reinforced concrete layer is sprinkled with water twice a day. eight modular carpets for both directions of traffic installed before the pedestrian crossing. For situations where there is a high-performance infrastructure, only the installation of the modular carpet will be carried out. The modular carpet is made in sheets L x w x g (6m x 2.5m x 0.07m). The pressurization/depressurization chambers have a diameter of 30 mm, they are arranged longitudinally on the median axis of the height of the modular carpet, with a step between them of 45 mm. The four layers (4.1, 4.2, 4.3, 4.4) of the modular carpet are made of: natural rubber 74.5%, residual rubber granules 25%, pigments and additives. The running layer is made of natural rubber provided with grooves for adhesion and for removing water from the road. Additives will be added to increase resistance to wear and friction, whose performance must exceed the values of the additives used in the manufacture of car tires, at the also with maintaining a good elasticity.

The other components of the intelligent road system are installed: the connection of the pressurization/depressurization chambers (50+50 pieces) between the 8 sections of the modular carpet with the lower branches of the loops - 100 pieces (the connection of 50 pressurization/depressurization chambers and 50 lower branches for each direction of travel) to which 50 solenoid valves for pressurization, 50 solenoid valves for depressurization and 50 pressure sensors for each traffic lane are mounted. With the help of the compressor, the pressure in the pressurization/depressurization chambers rises to a pressure of 2.5 bars, this being a pressure that ensures optimal circulation at a speed of 30 km/h, in conditions where the road is dry. If the radar signals that the vehicle is moving at a higher speed, then the computer and the automation system progressively depressurize the pressurization/depressurization chamber, producing external braking of the vehicle, until the vehicle's travel speed falls to 30 km/h. After the car travels the 24 m, then it will be commanded to return to the initial pressure of the pressurization/depressurization chambers that were in operation (on the footprint left by the car's wheels).

The elasticity of the modular carpet provides sound-absorbing capacity, and under the conditions of ice deposits under the car's own weight, the ice crust breaks. The same thing is produced by repeated pressurization/depressurization operations. By introducing hot water or hot air into the pressurization/depressurization chamber, there is the possibility of removing snow deposits. Example 2

Realization of an intelligent road system, in accordance with example 1 , where the lower branches of the loops are located outside the roadway and coupled with turbines and 24 V direct current generators, located on a dangerous slope or before a dangerous curve where road accidents occur. For trucks, the pressurization/depressurization chamber pressure can increase up to 7-8 bars. By reducing the pressure on the slopes, external braking of large tonnage vehicles can be ensured, in this way safety is conferred in traffic for the means of transport, but also for the participants in the traffic. The decrease in the pressure of the pressurization/depressurization chamber leads, under the action of the forward force of the vehicle, to the increase in the pressure of the fluid (air or water) in the pressurization/depressurization chamber, which will pass through the turbines, and these will turn the shaft of a direct current generator.