Underground energy storage system with integrated energy storage unit and related methods

Abstract

The underground energy storage system includes a road shell arranged to define a surface for carrying vehicles. Each road shell has an energy storage assembly, which has a shell defining a cavity and energy storage units respectively housed within the cavity and electrically connected together. Each road shell also includes a layer above the energy storage assembly for providing the surface for carrying vehicles. The underground energy storage system also includes an energy storage management controller coupled to the energy storage units within the road shell.

Description

[0001] Related applications

[0002] This application is based on the earlier co-pending application No. 63 / 269,187, filed on March 11, 2022, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to the field of road construction, and more specifically, to a road energy storage system and related methods. Background Technology

[0004] The world's natural resources are finite. In fact, many of these resources (such as hydrocarbon fuels) cannot be replenished and require years, decades, or even centuries to replenish. In this respect, the world has become extremely dependent on hydrocarbon fuels, which are being depleted at an alarming rate and will eventually disappear entirely. As the supply of hydrocarbon fuels continues to run out, demand continues to increase. This situation will ultimately lead to the prohibitive cost of obtaining these hydrocarbon fuels. Furthermore, the use of hydrocarbon fuels produces greenhouse gases, which have negative environmental effects. Summary of the Invention

[0005] Generally, the underground energy storage system includes multiple road shells arranged to define a surface for carrying vehicles. Each road shell includes an energy storage assembly, which includes a shell defining multiple cavities therein and multiple energy storage units respectively housed in and electrically connected to the multiple cavities. Each road shell also includes at least one layer above the energy storage assembly and providing the surface for carrying vehicles. The underground energy storage system also includes an energy storage management controller coupled to the multiple energy storage units in the multiple road shells.

[0006] Specifically, the housing may define multiple channels at its outer edge. Each road housing may further include a drainage channel located below the energy storage assembly and a support assembly located below the drainage channel. The support assembly may include a support layer adjacent to the drainage channel and multiple vertical legs extending from the support layer.

[0007] In some embodiments, at least one layer may include a transducer layer configured to generate energy from traffic on the ground carrying the vehicle and coupled to an energy storage management controller. Each road housing may further include distribution conduits coupled to the energy storage assembly.

[0008] Furthermore, the housing may define at least one longitudinal cavity, and the energy storage assembly may include at least one charging device within the at least one longitudinal cavity. At least one layer may define a surface supporting the vehicle and include at least one visual indicator supported by an upper layer for the surface supporting the vehicle, or an upper layer for a heating element layer for de-icing the surface supporting the vehicle. For example, each of the plurality of energy storage units includes one of a battery and a capacitor.

[0009] On the other hand, a road shell assembly for an underground energy storage system is disclosed, the underground energy storage system being arranged to define a surface for carrying vehicles. The road shell assembly includes an energy storage component comprising a shell defining a plurality of cavities therein and a plurality of energy storage units respectively housed within and electrically connected to the plurality of cavities. The road shell assembly further includes at least one layer and an energy storage management controller, the at least one layer being above the energy storage component and used to provide the surface for carrying vehicles, the energy storage management controller being coupled to the energy storage component.

[0010] Another aspect relates to a method for manufacturing an underground energy storage system. The method includes positioning a plurality of road shells to define a surface for carrying a vehicle. Each road shell includes an energy storage assembly comprising a shell defining a plurality of cavities therein and a plurality of energy storage units respectively housed within and electrically connected to the plurality of cavities. Each road shell includes at least one layer above the energy storage assembly and for providing the surface for carrying the vehicle. The method also includes coupling an energy storage management controller to the plurality of energy storage units in the plurality of road shells. Attached Figure Description

[0011] Figure 1 This is a schematic diagram of a first embodiment of a road energy storage system according to the present disclosure.

[0012] Figure 2 This is a schematic diagram of a second embodiment of a road energy storage system according to the present disclosure.

[0013] Figure 3 This is a schematic diagram of a third embodiment of a road energy storage system according to the present disclosure.

[0014] Figure 4 This is a schematic diagram of a fourth embodiment of a road energy storage system according to the present disclosure.

[0015] Figure 5 This is a schematic diagram of a fifth embodiment of a road energy storage system according to the present disclosure.

[0016] Figure 6 This is a three-dimensional diagram of the underground energy storage system based on this disclosure.

[0017] Figure 7 It comes from Figure 6 A three-dimensional view of the road shell of an underground energy storage system.

[0018] Figure 8 It comes from Figure 6 An exploded view of the road shell of an underground energy storage system.

[0019] Figure 9 It comes from Figure 6 A three-dimensional view of the outer shell of an underground energy storage system.

[0020] Figure 10 It comes from Figure 6 An enlarged 3D view of the outer shell of an underground energy storage system.

[0021] Figure 11 It comes from Figure 6 A three-dimensional view of the inner shell of an underground energy storage system.

[0022] Figure 12 It comes from Figure 6 An enlarged three-dimensional view of the inner shell of an underground energy storage system.

[0023] Figure 13 It comes from Figure 6 A three-dimensional view of the inner shell and energy storage units of an underground energy storage system.

[0024] Figure 14 It comes from Figure 6 A three-dimensional diagram of the support layer of an underground energy storage system.

[0025] Figure 15 This is a schematic cross-sectional view along line 15-15 of a second embodiment of a road shell from an underground energy storage system according to the present disclosure.

[0026] Figure 16 This is a schematic cross-sectional view along line 16-16 of a second embodiment of a road shell from an underground energy storage system according to the present disclosure.

[0027] Figure 17 This is a perspective view of a third embodiment of an underground energy storage system according to the present disclosure.

[0028] Figure 18 It comes from Figure 17 A three-dimensional diagram of the access port of the underground energy storage system.

[0029] Figure 19 It comes from Figure 17 A three-dimensional view of the access port of an underground energy storage system with lateral extensions.

[0030] Figure 20 It comes from Figure 17 A three-dimensional view of the access ports of an underground energy storage system with vertical extension. Detailed Implementation

[0031] Renewable energy sources can include, for example, hydropower, wind power, solar power, thermal power, and tidal power. These power sources are located close to their natural resources. During periods of low demand, most of the energy generated is fed into the grid, and due to a lack of storage capacity, the generated energy may become unused and / or wasted—a loss. One current need in the renewable energy production sector is for more energy storage methods.

[0032] In addition to replacing hydrocarbon fuels with renewable energy, the deployment of electric vehicles (EVs) is helpful compared to those powered by hydrocarbon fuels. These vehicles represent the future of public transportation, but several obstacles have limited their widespread social acceptance to date, namely the limited availability of charging stations and the so-called "range anxiety."

[0033] With the advent of sensor technology, various road enhancements exist for wirelessly charging EVs and warning drivers of impending obstacles on the road, such as accidents or stopped traffic. Several methods exist for integrating solar power into roads to help generate electricity on the road surface. These are great concepts and ideas, but without a nationwide "storage grid," solar-powered roads can only distribute the energy they collect to a local power grid. Furthermore, any road sensors or wireless charging solutions used on roads rely on the power grid to remain operational.

[0034] The disclosed Road Energy Storage System (RESS) is a method for storing energy in available locations on the grid when demand is low and feeding it back when demand increases. The same concept applies to renewable resources. Accessible storage beneath the road surface prevents energy waste. That is, all energy will have a place to be stored until it is needed. Just as roads today have high-occupancy vehicle (HOV) lanes, these days there could be EV charging lanes. EVs can be continuously charged while being transported to their destination without needing to stop once during a long journey.

[0035] With more energy storage options available, renewable energy can be more widely accepted as a beneficial source of energy production. Demand is enormous, and the volume of road surface across the country and the world offers limitless opportunities for energy storage locations.

[0036] The present disclosure will now be described more fully below with reference to the accompanying drawings, in which several embodiments of the invention are illustrated. However, the present disclosure may be embodied in many different forms and should not be construed as being limited to the embodiments set forth herein. Rather, these embodiments are provided so that the disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art. The same numerals refer to the same elements throughout, and the basic 100 reference numerals are used to indicate similar elements in alternative embodiments.

[0037] First see Figure 1 The road energy storage system 100 according to the present invention will now be described. As will be understood, the road energy storage system 100 serves as a road for vehicles to travel on. The road energy storage system 100 includes a plurality of road housings 101a-101n, which are schematically arranged in a five-by-eight grid. Each road housing 101a-101n includes a modular structure defining a cavity therein. As will be appreciated, the modular nature of the plurality of road housings 101a-101n allows the installation arrangement to be customized to fit the road. Furthermore, if multiple parts of the road energy storage system 100 require repair, damaged modular road housings 101a-101n can be easily replaced.

[0038] The modular structure includes multiple sidewalls and a removable top cover, which includes a lower surface facing the cavity and an upper surface for carrying the vehicle that defines the road surface. The modular structure can include, for example, resilient mechanically strong materials such as polymeric plastics (e.g., HDPE), resin materials, ceramic materials, fabric materials, etc. The modular structure can comply with Ministry of Transport regulations for road surfaces. For example, the upper surface can have threshold anti-slip features.

[0039] The road energy storage system 100 includes a plurality of energy storage units 102a-102n, which are respectively housed within cavities of a plurality of road housings 101a-101n and electrically connected together. Each of the plurality of energy storage units 102a-102n may include at least one of, for example, a lithium-ion battery cell assembly, an assembly of an individual lithium-ion battery cell, a nickel-cadmium battery cell assembly, or a capacitor-based energy storage device. In some embodiments, the cavities are sized to accommodate one or more standard-sized battery cells (i.e., commercially available off-the-shelf batteries). Advantageously, commercially available off-the-shelf battery cells can be used in the road energy storage system 100.

[0040] Specifically, the road energy storage system 100 schematically includes a plurality of channels 103a-103n extending between a plurality of road housings 101a-101n. Each of the plurality of channels 103a-103n may include the same resilient mechanically robust material of a modular structure. In some embodiments, each of the plurality of channels 103a-103n is permanently sealed, and in other embodiments, each of the plurality of channels 103a-103n includes a removable top for access during maintenance operations.

[0041] The road energy storage system 100 includes a plurality of conductive connectors connected between a plurality of energy storage units 102a-102n and carried by a plurality of channels 103a-103n. For example, each of the plurality of conductive connectors may include a conductive wire. In some embodiments, the road energy storage system 100 includes electrical connectors for connection to a power grid infrastructure.

[0042] The road energy storage system 100 includes a plurality of drainage features 104a-104b located between a plurality of road shells 101a-101n. In some embodiments, the plurality of drainage features 104a-104b are also respectively carried within a plurality of channels 103a-103n. In other embodiments, the plurality of drainage features 104a-104b are spaced apart from the plurality of channels 103a-103n. As will be appreciated, the plurality of drainage features 104a-104b are configured to guide rainwater and ice melting from the road surface and to existing rainwater utilities. In some embodiments, the plurality of channels 103a-103n are configured to carry additional utility features, such as sewers / drainage, water, telecommunications, gas, etc.

[0043] The road energy storage system 100 further includes an energy storage management system (e.g., the illustrated battery management system (BMS) 105), which is coupled to a plurality of energy storage units. The energy storage management system 105 is configured to monitor multiple battery health characteristics of the plurality of energy storage units 102a-102n. The energy storage management system 105 is configured to provide active / passive load balancing for the plurality of energy storage units 102a-102n based on full current control.

[0044] In some embodiments, the road energy storage system 100 includes a plurality of heating elements, each carried together with a plurality of road housings 101a-101n. The plurality of heating elements are configured to heat the road surface to prevent icing. The plurality of heating elements can be powered via a plurality of energy storage units 102a-102n.

[0045] In some embodiments, the road energy storage system 100 includes a power conversion circuit configured to convert direct current (DC) power from a plurality of energy storage units 102a-102n into alternating current (AC) power. For example, the AC power can be sent to the grid infrastructure.

[0046] The road energy storage system 100 includes a controller 106 connected to the energy storage management system 105. The controller 106 may include an integrated circuit device and is configured to provide energy management system functions, monitoring and control and data acquisition system functions, and load balancing functions.

[0047] In some embodiments, the road energy storage system 100 includes wireless charging features carried on the upper surfaces of a plurality of road housings 101a-101n. The wireless charging features are configured to charge an electric vehicle while it is traveling on the road energy storage system 100. In some embodiments, the road energy storage system 100 includes plug-in charging stations adjacent to the road surface. The plug-in charging stations are powered by a combination of a power infrastructure grid and a plurality of energy storage units 102a-102n.

[0048] See also: Figure 2 Now, another embodiment of the road energy storage system 200 will be described. In this embodiment of the road energy storage system 200, the above has already been discussed... Figure 1 The components discussed are incremented by 100 and most do not require further discussion herein. This embodiment differs from previous embodiments in that the road energy storage system 200 schematically includes a different grid structure. Specifically, the outer perimeter of the grid structure does not include energy storage units within the respective cavities of the multiple road housings 201a-201n. In this embodiment, the cavities can be used to house the circuitry of the energy storage management system 205 and the controller 206. In some applications, stormwater and other utility structures can be stored within empty cavities.

[0049] See also: Figure 3 Now, another embodiment of the road energy storage system 300 will be described. In this embodiment of the road energy storage system 300, the above has already been discussed... Figure 1The components discussed are increased by 200 and most do not require further discussion herein. This embodiment differs from the previous embodiment in that the road energy storage system 300 schematically includes an EV charging rail 307. The EV charging rail 307 is positioned to align with the required vehicle lanes for charging EVs traveling on the road energy storage system 300 (i.e., providing an EV charging lane for the road). The road energy storage system 300 schematically includes a plurality of solar cells 310a-310g adjacent to a plurality of energy storage units 302a-302n. For example, the plurality of solar cells 310a-310g include photovoltaic cells. The plurality of solar cells 310a-310g are configured to generate DC power signals to charge the plurality of energy storage units 302a-302n. The road energy storage system 300 schematically includes a plurality of interspersed drain outlets 308a-308b.

[0050] See also: Figure 4 Now, another embodiment of the road energy storage system 400 will be described. In this embodiment of the road energy storage system 400, the above has already been described regarding... Figure 1 The components discussed are increased by 300 and most do not require further discussion herein. This embodiment differs from previous embodiments in that the road energy storage system 400 schematically includes multiple visual indicator devices 411a-411n (e.g., illustrated light-emitting diode (LED) indicators) located between multiple road housings 401a-401n. The multiple visual indicator devices 411a-411n are configured to generate visual indicators (i.e., navigational indications of road signal notifications) to the operator of a vehicle traveling on the road energy storage system 400.

[0051] See also: Figure 5 Now, another embodiment of the road energy storage system 500 will be described. In this embodiment of the road energy storage system 500, the above has already been discussed... Figure 1 The components discussed are increased by 400 and most do not require further discussion herein. This embodiment differs from the previous embodiment in that the road energy storage system 500 schematically includes a plurality of channels 503a-503n in a grid format between each road housing 501a-501n.

[0052] See now Figures 6-8The underground energy storage system 600 includes multiple road shells 601a-601n arranged to define a vehicle-carrying surface 602. It should be understood that the underground energy storage system 600 can be integrated into various surface applications, such as highways, driveways, embankments, shoulders, sidewalks, etc. In the illustrated example, the multiple road shells 601a-601n comprise five individual units, but as will be appreciated, the number and arrangement can vary depending on the application.

[0053] See also Figures 9-13 Each road housing 601a-601n includes an energy storage assembly 603, which includes a housing 604. The housing 604 may comprise a rigid material having sufficient mechanical strength for the application. Specifically, the housing 604 schematically includes an inner housing 605 and an outer housing 606 surrounding the inner housing. The outer housing 606 schematically defines a plurality of channels 607a-607d at its outer edge and a central recess 608 receiving the inner housing 605. The plurality of channels 607a-607d may provide conduits for routing cables (e.g., electrical and data transmission) within the energy storage assembly 603. The inner housing 605 defines a plurality of cavities 610a-610n therein.

[0054] If possible Figure 10 As best seen in the diagram, housing 606 is schematically defined between a plurality of channels 607a-607d and on the outer surface of housing a plurality of external passages 611a-611f to provide external wiring pathways. (As may be...) Figures 11-12 As best seen in the view, the inner housing 605 schematically defines a plurality of internal passages 612a-612h between a plurality of cavities 610a-610n and provides wiring passages therebetween.

[0055] Each road housing 601a-601n schematically includes a plurality of energy storage units 613a-613n, which are respectively housed within a plurality of cavities 610a-610n and electrically connected together. In some embodiments, the plurality of cavities 610a-610n are also digitally connected together via data connections and / or mechanically connected together. For example, each of the plurality of energy storage units 613a-613n includes one of a battery and a capacitor.

[0056] Furthermore, the inner housing 605 schematically defines a first longitudinal cavity 614a and a second longitudinal cavity 614b between a plurality of cavities 610a-610n, as well as an inner channel 615 between the first and second longitudinal cavities, providing additional wiring pathways. The energy storage assembly 603 schematically includes a first charging device and a second charging device 616a-616b (e.g., a wireless charging antenna or a physical connection rail and arm) within the first and second longitudinal cavities 614a-614b. In other embodiments, the first charging device and the second charging devices 616a-616b may comprise a single charging device.

[0057] See also: Figure 14 Each road shell 601a-601n further includes a drainage channel 617 below the energy storage assembly 603 and a support assembly 620 below the drainage channel. The drainage channel 617 schematically includes a rectangular box with a central longitudinal passage and may comprise a rigid material such as concrete or metal. The support assembly 620 schematically includes a support layer 621 adjacent to the drainage channel 617 and a plurality of vertical legs 622a-622d (i.e., piles) extending from the support layer. The support assembly 620 may comprise a rigid material, such as concrete.

[0058] The underground energy storage system 600 also includes an energy storage management controller 623, which is connected to multiple energy storage units 613a-613n in multiple road housings 601a-601n. As will be understood, the energy storage management controller 623 may include a battery management unit.

[0059] As in Figure 8 As best seen, each road housing 601a-601n schematically includes multiple layers 624a-624d located above the energy storage assembly 603 and provides a vehicle-carrying surface 602. In some embodiments, one or more of the multiple layers 624a-624d may include a transducer layer configured to generate energy from traffic on the vehicle-carrying surface 602 and coupled to an energy storage management controller 623.

[0060] In some embodiments, one or more of the plurality of layers 624a-624d may include an upper layer that defines a surface 602 for carrying a vehicle and includes at least one visual indicator (e.g., an LED traffic control light) carried by the upper layer for carrying the vehicle surface. In some embodiments, one or more of the plurality of layers 624a-624d may include a heating element layer for de-icing the surface 602 for carrying the vehicle.

[0061] Another aspect relates to a method for manufacturing an underground energy storage system 600. The method includes positioning a plurality of road shells 601a-601n to define a surface 602 for carrying vehicles. Each road shell 601a-601n includes an energy storage assembly 603, which includes a housing 604 defining a plurality of cavities 610a-610n therein, and a plurality of energy storage units 613a-613n respectively carried within and electrically connected to the plurality of cavities. Each road shell 601a-601n includes a plurality of layers 624a-624d above the energy storage assembly 603 and for providing the surface 602 for carrying vehicles. The method further includes coupling an energy storage management controller 623 to the plurality of energy storage units 613a-613n in the plurality of road shells 601a-601n.

[0062] See also: Figures 15-16 Now, another embodiment of the road housing 701 will be described. In this embodiment of the road housing 701, the above has already been discussed... Figures 6-14 The components discussed are increased by 100 and most do not require further discussion herein. This embodiment differs from previous embodiments in that the road housing 701 schematically includes multiple layers situated above the energy storage assembly 703 and providing additional functionality. Moving downwards sequentially, the uppermost of the multiple layers includes a hardened resin layer 725 for providing a vehicle-carrying surface 702. The next layer contains a photovoltaic (PV) cell layer 726. The PV cell layer 726 includes multiple PV cells coupled to an energy storage management controller 723. The next layer includes a heating element layer 727. The heating element layer 727 may include resistance heating elements carried by a thermally conductive carrier layer. The heating element layer 727 is configured to transmit upward thermal radiation through the PV cell layer 726 and the hardened resin layer 725 to de-ice the vehicle-carrying surface 702.

[0063] The next layer among the multiple layers includes a sensing layer 730. Sensing layer 730 may include multiple position sensing circuits configured to monitor the movement of a vehicle on surface 702. In some embodiments, the multiple position sensing circuits cooperate with an energy storage management controller 723 to share data with autonomous driving hardware within the vehicle. The next layer among the multiple layers includes a conductive fabric layer 731 and a fiberglass layer 732. The fiberglass layer 732 rests on top of housing 704.

[0064] See also: Figures 17-20 Now, another embodiment of the underground energy storage system 800 will be described. In this embodiment of the underground energy storage system 800, the above has already been discussed... Figures 6-15The components discussed are increased by 200 and most do not require further discussion herein. This embodiment differs from the previous embodiment in that the underground energy storage system 800 schematically includes a road housing 801 having a first distribution conduit 833a and a second distribution conduit 833b connected to the energy storage assembly 803. The first distribution conduit 833a and the second distribution conduit 833b extend along the longitudinal edge of the underground energy storage system 800.

[0065] If possible Figure 18 As best seen in the diagram, the first distribution pipe 833a and the second distribution pipe 833b each schematically include multiple access ports 834a-834b. In some applications, for example... Figure 19 As shown, one of the first distribution conduit 833a and the second distribution conduit 833b schematically includes a lateral extension 835 connected to one of the plurality of access ports 834a-834b. In other applications, such as Figure 20 As shown, one of the first distribution conduits 833a and the second distribution conduit 833b schematically includes a vertical extension 837 connected to one of the plurality of access ports 834a-834b. It should be understood that the features of the road energy storage systems 100, 200, 300, 400, and 500 can be combined with underground energy storage systems 600, 700, and 800, and vice versa.

[0066] In the following text, an exemplary embodiment of the underground energy storage system 600 will now be described.

[0067] As new technologies and vehicle options continue to evolve in the transportation sector, there may be a desire and a need to integrate these into existing asphalt roads. Opening up roads to accommodate all these technologies individually will become increasingly difficult, resulting in roads that, when completed, are “sliced” and resemble Swiss cheese. In this regard, many municipalities and / or road authorities have stipulated that whenever roads are opened for construction or work, all road / asphalt restoration will require a “curb-to-curb” approach, leading to increased costs associated with any modifications, enhancements, or alterations to existing roads and / or beneath them.

[0068] One of the advantages of the modular, multi-layer road approach is that, after its installation, it provides the necessary layers to replace the old / existing asphalt road and the means to adapt or adjust individual modular layers without making any incremental changes to the actual road, thereby eliminating the need for road regulations and costly opening / excavation and restoration.

[0069] This offers flexibility, adaptability, scalability, and modularity without requiring extensive, expensive, and invasive infrastructure changes or asphalt repairs or replacements. This provides additional benefits of new technologies to social and / or transportation agencies or municipalities.

[0070] Energy Solutions

[0071] In some embodiments of RESS, the road platform can capture renewable energy from solar panels placed on the road surface, pressure plate mechanisms that capture energy from the weight of moving vehicles, and various other forms of energy capture sources. RESS can also store the captured energy “onboard” in available energy storage units (ESUs). Not only is energy generation and storage important, but the transmission of existing and future energy sources also requires extensive infrastructure development and maintenance (i.e., power lines for electricity, pipelines for hydrogen).

[0072] In embodiments of the RESS, the RESS includes an energy transmission layer that houses various energy transmission devices. Interconnected road sections provide isolated pathways for containing transmission mechanisms (e.g., pipes, fittings, etc.). Another embodiment stores energy within an energy storage liquid, which can be used for elevated road lighting or advertising (e.g., electrified billboards).

[0073] Surface solutions

[0074] In addition to a shortage of drivers for delivering goods and services, there is also a lack of drivers available to operate plows for snow removal in cold conditions and regions. This shortage is a concern for all transport agencies as their roads become covered in snow and require snow removal and the application of possible anti-skid agents (i.e., salt, sand, brine solutions, etc.) to provide a safe driving surface for moving traffic. Fewer plow operators lead to unsafe roads and a potential number of accidents and fatalities.

[0075] In embodiments of the RESS, the RESS includes a surface layer containing precipitation and temperature sensors in combination with heating elements specifically designed to activate and operate when needed to melt frozen precipitation from the road. This prevents the accumulation of snow or ice and provides a slip-free surface, even in heavy snow, to reduce or eliminate the need for snow removal. This allows transportation agencies to direct their human resources where needed within their communities. This combined effort of modular RESS and local agencies can bridge driver shortages and provide the driving public with a higher level of safety than currently available.

[0076] Remote information processing solution

[0077] The global transport of goods and services requires numerous vehicles and people to drive them. Currently, there is a shortage of people to operate this ever-growing fleet of vehicles. This shortage causes problems in the delivery of goods and services and, based on supply and demand, increases delivery costs, leading to a driver shortage. Automakers are moving towards autonomous or self-driving vehicles for personal use, but also using large truck beds to fill this growing gap. However, during testing, concerns do arise regarding the safety of vehicle fleets operating on the road, where there is no one in the vehicles to operate them and no one to intervene in abnormal situations.

[0078] Many autonomous vehicles are utilizing satellite technology, which has limitations based on cloud cover, weather conditions, or elevated obstacles that could interfere with communication with these vehicles. In addition to the evolution towards autonomous vehicles, the number of manually operated vehicles continues to rise, leading to further traffic congestion and road accidents.

[0079] In embodiments of RESS, RESS includes a sensor layer capable of communicating with both autonomous and manual vehicles to provide valuable data, which can be integrated into a sophisticated traffic management system (TMS). The TMS will then help autonomous vehicles or operators navigate roads by understanding the speed of vehicles ahead, adjusting speeds based on road conditions, and regulating traffic to allow for smoother vehicle flow. Furthermore, the sensor layer eliminates communication problems caused by overhead obstacles or weather-related factors affecting vehicle communication.

[0080] In embodiments of the RESS, the RESS includes a sensor layer with sensors that provide the ability to monitor overall road utilization and vehicle weight. This information can then be used to allocate road use and tolls. Sensor information can also be used to estimate relative timing regarding when maintenance is needed. Another embodiment of the sensor layer includes sensors that monitor vehicle speed. This information can be used by agencies concerned with speed violations. Another embodiment of the sensor layer incorporates embedded LEDs or similar lights. Within each layer, these lights can be programmed to indicate valuable static traffic information, such as road names, speed limits, etc. Combined with the TMS, these lights can additionally provide dynamic information based on changing conditions, such as lane closures, detours, or general road hazards.

[0081] Another embodiment of the sensor layer is that it directly provides road information to the vehicle, which can be displayed on an in-vehicle display to alert the operator (i.e., lane closures, detours, etc.). In embodiments of the RESS, the RESS includes a sensor layer that provides location-specific information to the operator. For example, imagine that, based on the vehicle's location, nearby local businesses could pay to advertise their products and services to passing vehicles, thus displaying the information on an in-vehicle display. Another embodiment of the sensor layer is that it can provide specific channels to accommodate embedded wire guidance, etc., which the car can use to align itself to its destination while driving on the road, thereby eliminating the need for GPS and other devices to monitor and adjust the vehicle's path.

[0082] First see Figure 14 The RESS includes a foundation layer with a footing / pile, which will be designed and constructed to meet local variables encountered when existing roads and proposed road modifications are made to accommodate the RESS and support its installation. These variables may include soil conditions and geology, local water table, seismic activity, etc., which can affect road operation. A design will be performed to determine the necessary foundation layer thickness, footing depth, and the flexibility and vibration performance of the footing to protect the fully installed and operated RESS.

[0083] In the construction of buildings, bridges, infrastructure, and the like, the importance of the foundation and its base cannot be overstated. The entire weight and load of the structure rests on the foundation and requires the necessary construction, as designed, to last for years and centuries. If properly designed, this critical aspect of the RESS will never fail, supporting the total load of innovation as well as the weight of vehicular traffic moving along the ground for years to come.

[0084] Failure mechanisms for different soil conditions need to be considered to compensate for earthquakes in the region. Liquefiable and non-liquefiable soils differ significantly in how they handle various loads. These factors will be taken into account during the design and construction of the foundation footing / piles.

[0085] Similar to existing roads on which vehicles operate, the asphalt layer for vehicle travel is supported by multiple layers of stone with varying coarseness, including finished concrete or asphalt layers. All these intermediate layers rest on a basement that rests on the earth's foundation. The RESS base layer will rest on the same basement as existing roads and will have further support from piles / toeings to enhance its stability. Based on the stability of the basement, the base layer will be designed with the optimal thickness required to support the weight loads of the RESS innovation and the additional loads from vehicular traffic moving across the RESS surface. The combination of toeings / piles with the base layer provides a redundant and secure form that will offer confidence in the innovation's lifespan once it is fully operational.

[0086] See Figure 8 The RESS includes a drainage storage container to capture all forms of precipitation, rain, snow, sleet, etc., as they "melt" into a liquid phase. The drainage storage reservoir will be placed on and attached to the base layer for system stability. This drainage storage reservoir configuration will be designed to incorporate structural supports throughout the reservoir to handle the weight loads on the road surface.

[0087] When these reservoirs are full, the liquid contents are transferred from one RESS unit to adjacent units in an effort to balance or equalize the liquid levels in these reservoirs used for liquid storage, for future allocation to receive water in low-water or drought conditions, irrigation needs, or local water authority needs. A primary benefit of the RESS's liquid storage capacity will be minimizing and / or eliminating local overflows into roads that can lead to "hydroplaning" conditions, which can result in unsafe driving situations for drivers using the roads. When local water levels are monitored, the unloading of the contents of these drained storage reservoirs can be controlled via various pipework, pumps, and valves into local receiving water to ensure that those receiving water bodies do not reach overflow capacity. Based on RESS networks, there may be potential storage capacity to hold these captured liquids for a period of time, allowing that water to naturally dissipate to local surface water levels to prevent local flooding.

[0088] See Figures 9-10 The RSS comprises a base housing assembly and wiring channels, which will provide an "open tray" configuration to accommodate RSS operating modules of different designs. Furthermore, the base housing assembly and wiring channels will be the primary system for connecting and communicating with adjacent RSS units, and for internal connections to the RSS operating modules and the external power grid. The wiring channels will house data lines, AC cables and connectors, DC cables and connectors, disconnect switches / circuit breakers, etc., which will facilitate linking the RSS to multiple units and / or the local power grid.

[0089] The base housing assembly and cabling channel assembly will have multiple "punch outs" both internally and externally, allowing interconnection with the RSS's operating modules to connect or disconnect the operating modules from the base housing assembly and cabling channel for installation purposes and / or for removing and replacing defective units or for general preventative maintenance of these operating modules. The "punch outs" also allow individual RSS units to connect to adjacent RSS units and the system width of multiple RSS units. These available "punch outs" also allow the RSS to connect to external power sources, such as the national grid system and / or local renewable energy sources for the RSS unit. These "punch outs" also allow data transmission cabling, such as fiber optic cables, to be "feeded" into the RSS's cabling channel and operating modules.

[0090] The base housing assembly and wiring channels will be positioned directly above the drain storage reservoir and attached to the unit to provide overall innovative stability. Sufficient gaskets and / or sealing systems will be present in appropriate locations to properly space and protect the base housing assembly, wiring channels, and RESS operating unit from moisture and / or water that could affect the safe operation of the RESS.

[0091] See Figures 8-10 The RESS according to the present invention includes an operating module. The RESS operating module will be constructed with various cavities and / or compartments that will accommodate multiple ESUs of different configurations. The compartments of the RESS operating module will have interconnecting channels or conduits to allow cable connections between multiple ESUs to be connected to each other and to an onboard energy management system (EMS).

[0092] The operations module will include cavities and / or compartments to house multiple control systems for monitoring RESS components and sensor technologies. The RESS operations module will also include cavities and / or compartments to house advanced EV charging technologies, whether wireless, full contact with a "pick-up" charging rail, or other advanced charging methods for future EV development.

[0093] The operating module of a RESS will contain interconnecting channels or pipes that will allow multiple RESSs to be connected to form an ESU on the road. The number of RESS units that can be connected together and the size of the energy storage grid on the road will depend on the type of individual ESUs contained in the RESS and the available storage capacity of the ESUs used.

[0094] A key factor in the design of RESS units is that these systems are designed to operate over a considerable period of time, but, like all electronics, will require maintenance at some point, whether in place (in situ) or “out of place.” The ability to maintain these units individually is crucial without having to shut down or disable entire miles of roads or communities to make them addressable. In this regard, these RESS units have been configured such that external access and cabling channels in the base housing assembly are configured to accommodate the distribution network to which the operating module will be connected. For the main / national grid or internal DC energy grid, there will be isolating switches / circuit breakers that can be manually activated on the unit or remotely executed via Bluetooth or data transmission cables to shut down and disable the operating module to “shut down” or completely de-energize it. This allows the unit to be opened in place for repair or allows the module to be “unlocked” from the base housing assembly and cable channels for complete removal, as well as the insertion and plugging of a fully functional replacement module. The isolating switch / circuit breaker is then opened, and the replacement unit immediately communicates with the network and undergoes configuration steps to add the operating module to the network / system / grid. The process and unique capabilities of the RESS unit will minimize road downtime and inconvenience to the electric driving public when the unit is “turned off.”

[0095] Because of the addition of newer sensor technology that is "stands alone" and not integrated into the RESS surface layer, maintenance would require digging out of the road and removing defective sensors or cables for repair / replacement. As mentioned earlier, these types of operations will prove highly impractical in the future, whenever you need to completely restore "curb to curb" when cutting into existing asphalt. This is a key fact that has been considered in the development and design of the RESS operating module and its plug-and-play configuration.

[0096] See Figure 13 The RESS includes an operating module in which a sample of the ESU will be inserted into an available cavity and / or compartment. The operating module will contain buffer units that will support the operating module as it is placed and positioned within the base housing assembly and wiring channels. These buffer units will be designed to absorb most of the vibrations caused by traffic moving along the RESS surface, minimizing or eliminating damage to the ESU and the control system contained within the operating module.

[0097] RESS includes the operating module of RESS, wherein the ESU is inserted into the cavity and / or compartment. See also Figures 7-8The RESS can be modified as needed to adapt to any local conditions when it was designed for implementation. The RESS describes several surface layers that are incorporated into the RESS to provide additional features and benefits to roads and traffic, as well as to drivers who utilize them.

[0098] The layer proposed under this innovation can incorporate innovative renewable energy technologies, such as roadside solar panels to capture solar energy from sunlight contacting the road surface. If needed, the captured energy can be transferred to the ESU on the RESS and / or distributed to the off-site grid when required.

[0099] The layer proposed under this innovation can incorporate innovative renewable energy technologies, such as pressure plates that capture energy from the weight of moving vehicles on the road surface. The captured energy can be transferred to the ESU on the RESS and / or distributed to the off-site grid when needed.

[0100] The layer proposed under this innovation can incorporate heating elements to maintain the road surface temperature above freezing levels, allowing all precipitation falling on the road to remain in a liquid phase and be diverted away from the road surface and guided to an onboard drainage storage reservoir for off-site local water reception. The incorporated layer proposed under this innovation can integrate various current and future sensor technologies to allow smart roads to interact with electric buses, informing them of road delays, urgent safety issues related to road obstacles, etc.

[0101] The surface and / or top layer of the RESS will include recessed lighting elements that can be used to generate lines to delineate traffic lanes, restrict lane changes, and facilitate impending lane closures for potential roadwork and / or road maintenance. The RESS road surface will provide the necessary and required friction / traction as required by any and all local, state, and federal transportation agencies and standardization organizations to keep moving vehicles on the road surface and provide the required stopping distance when braking is applied.

[0102] See Figure 5 The RESS includes an optional configuration of the RESS operating module that provides additional surface drain outlets or openings to allow for better road drainage, which is supplied to the onboard drainage storage reservoir. The RESS also includes an optional configuration of the RESS operating module, offering alternative configurations of chambers and / or compartments to accommodate ESUs of different sizes, allowing for more or fewer ESUs to maximize the energy storage capacity of each RESS that can be designed and configured. The RESS also includes alternative configurations of the RESS operating module that provide alternative wiring channels or conduits to interconnect ESUs and connect them to onboard control systems that monitor, charge, or discharge ESUs, etc.

[0103] See Figure 3 The RESS demonstrates the overall configuration and layout of the vehicle-mounted roadside solar panels on the road surface layer of the RESS. The RESS also showcases a combination of various electric vehicle charging options, including an electric vehicle charging option using wireless charging panels and a second option incorporating charging rails for direct contact with the charging "pick-up" device attached to the electric vehicle as it moves along the RESS surface. The flexibility of the RESS will allow for the creation of innovative electric vehicle charging options in the future.

[0104] See Figures 15-16 The RSS offers optional layouts that can be designed or configured based on local availability. In these views, if the existing foundation is properly compacted and there is potentially no seismic activity, the RSS may be able to be placed directly onto the existing roadbed, eliminating the need for a design footing. These options are calculated based on location-specific determinations when the location variable is edited.

[0105] See Figure 7 The RESS will be fully constructed and ready for use. All necessary preparations will be required to mill or excavate any existing road to a certain height, ensuring the surface of the RESS meets the height of adjacent roads and / or shoulders once installed. In some cases, the RESS can simply be laid on the existing road without milling and / or excavation. Here, the existing road will provide the necessary base to support the RESS. These decisions will be determined by local variables, and local transportation officials and agencies will comply with local, state, or federal requirements.

[0106] See Figure 6 The RESS is constructed and prepared for use, and multiple systems are installed to include an energy storage system grid. When multiple systems are connected together, and based on the rigidity of the systems, expansion joints and connectors need to be designed and installed between the RESS panels to provide appropriate expansion and contraction of the pavement during varying seasons and temperature changes that affect soil conditions from freeze-thaw cycles. The expansion joints will allow for slight movement of the system without causing any excessive degradation.

[0107] See Figure 4 The RESS is entirely built and installed near representative residences because it will be located on these roads to capture energy from the local grid, residential solar, vehicle-mounted roadside solar, pressure plate energy captured from the weight of moving vehicles, etc. The RESS provides the necessary energy storage to accommodate excess energy available near the RESS.

[0108] The stored energy contained in the RESS is available to the local grid and neighboring areas to feed such stored energy back to local homes and the grid during “outage” events, supporting the local grid and power authorities until their infrastructure is repaired and fully operational. During this time, energy transfer from the RESS will cease to flow from the RESS to the grid. During the period when electricity flows from the ESUs on the RESS to the local grid, the RESS will have the capability, through electrical components, systems, hardware and software, and load balancing systems, to guide the energy flow from individual ESUs in discharge modes feeding back to the local grid and homes, while simultaneously utilizing various other forms of renewable energy, such as residential solar, vehicle-mounted roadside solar, pressure plate energy captured from the weight of moving vehicles, etc., to recharge depleted and / or low-level ESUs.

[0109] The stored energy contained in RESS will continuously flow into and out of the energy storage system in the form of charging and discharging, as the continuous operation of the on-board system and the electric vehicle require energy independently of emergency situations through non-contact or contact charging of electrical components, systems, hardware and software.

[0110] RESS comprises electrical components, systems, hardware, and software that are connected in a design that allows for the operation of the overall system. This overall system operation primarily enables the charging / discharging of ESUs, balances the charge of all ESUs across the entire microgrid or macrogrid, and ensures that all ESUs are typically at a fully charged level. This fully charged level is the same energy that would be useful if used to charge an EV traveling along the RESS surface, and when temperatures drop below freezing, the energy is used to operate onboard heating elements to keep the road free of ice deposits, and to operate any embedded sensor technology that will be used to capture, share, and utilize the captured data to control onboard hardware / software that will execute commands and / or notifications, and adjacent and / or disengaged control systems that take corrective actions based on the acquired information and the results of comparison software algorithms to select commands for action.

[0111] See Figure 8 The RESS includes a drainage storage reservoir to capture precipitation, rain, snow, sleet, etc., as it “melts” into a liquid phase. As discussed above, and as a further discussion, if the observed and sensed temperature of the ESU exceeds the appropriate operating temperature, creating a need to provide a cooling medium for any ESU, the captured and stored precipitate can be used to support the EMS. A pumping and / or recirculation system can be incorporated to aspirate this collected precipitate and distribute it into chambers / compartments to cool the ESU.

[0112] It is proposed that the road surface layer incorporated under this innovation could be equipped with heating elements to maintain the road surface temperature above freezing level, allowing all precipitation falling on the road to remain in a liquid phase and be transferred from the road surface and guided to an onboard drainage storage reservoir to reach off-site local receiving water, as detailed above. Based on the key safety feature of the heating elements to be included in the RSS system, redundant or multiple heating element layers will exist in a specific surface panel, such that if, for any reason, a heating element layer fails, is not turned on, or fails to heat to the desired temperature, a secondary / redundant heating element layer will be activated to replace the original or primary heating element layer. Alarm notifications will be sent to the control room via the RSS through a Monitoring, Control and Data Acquisition (SCADA) system. Repair / maintenance personnel in the control room can be listed and dispatched to the faulty RSS to correct the condition and completely remove the heating element layer and replace it with a fully functional unit, while the faulty unit is removed from the site for repair and maintenance. Highway authorities will rely on this beneficial feature of the RSS; therefore, redundancy is required to protect electric vehicles.

[0113] Based on the criticality of certain features integrated into RESS intelligent roads, if a management system based on the onboard ESU (Electric Self-Driving Unit) detects any indication that the RESS is in an emergency or potentially catastrophic state—a catastrophic state that could pose a clear and present threat to the electric-starting public, i.e., the ESU overheats and cannot be cooled to a safe operating temperature, and these ESUs have the potential to burn and ignite—the SCADA system will sound an alarm and immediately take corrective measures, such as “shutting down” or “disabling / deactivating” the RESS operating module, to prevent any further malfunctions and / or overheating and potential fires. When such an event occurs, the road surface layer housing the heating element will remain fully functional when the operating module is inactive, and if the energy source on the same RESS is disabled, the SCADA system will “notify” adjacent RESS units and remotely operate switches to cut off the onboard energy flow and turn on switches to power the heating element from those adjacent RESSes, keeping the entire surface above freezing, even with a deactivated operating module underneath. This will allow emergency response technicians sufficient time to remove and replace the defective operating module while maintaining a safe driving surface during the process.

[0114] This same beneficial feature can be applied to electric vehicle charging systems to prevent any system in these systems from being without power at any time. The intelligence of SCADA systems will help to observe and adjust the needs of each aspect of the RESS system individually, collectively, and globally.

[0115] Although RESS will primarily be used on routes carrying vehicles and goods, this design embodiment is also assumed to be used in all areas / jurisdictions or facilities owned by road authorities, such as road shoulders, intermediate walls between roads, entrance / exit ramps, etc., where, based on a modular system design, the unique and individual components of RESS can be customized to adapt to the characteristics of road shoulders, intermediate walls between roads, entrance / exit ramps, etc., to meet and conform to their individual base geology and surface loads as determined by appropriate engineering design.

[0116] The RESS is a fully modular design, meaning it can be combined with all individual components into a fully designed unit, or it can be "disassembled" to use individual components independently and separate from other components. The existing road subgrade provides sufficient support, making it unnecessary to further support the RESS using a foundation layer and / or footings / piles. In these cases, this layer of the RESS can be removed from the design embodiment, and all other layers can be used in its absence.

[0117] In areas where roads extend and cross bridges or other road structures, where the existing road surface layer does not have sufficient cover depth to fully accommodate the RSS (Resistant Solar Surface), it may be desirable to "bridge" or "cross" the road area using only the RSS surface layer, based on the need to match or "integrate" with the existing road height. This is crucial at bridge intersections, where surface temperatures will need to be maintained sufficiently high and / or below freezing temperatures to keep the road snow- and ice-free, as local road authorities will rely on the RSS for maintenance without the need for tillage operations. These spaced-out and independently deployed surface panels will connect at either end to the nearest combined RSS to properly energize them to perform their intended purpose. If sufficient cover depth allows for this increase in height from the substrate, these same surface layers may be able to integrate these solar pavement panels.

[0118] In areas such as road shoulders, intermediate sections between roads, and entrance / exit ramps, heating element layers, foundation layers with footings and / or piles, or pressure plate layers may not be required. Again, based on the modular design of RESS, specific components of this embodiment can be mixed and matched to suit the needs and requirements of the application being addressed.

[0119] RESS is a fully modular design, meaning it can be combined with all individual components into a fully designed unit, or it can be "disassembled" to use individual components independently and separate from other components. In one embodiment of the RESS design, and possibly in "off-road" locations such as road shoulders, intermediate lanes between roads, entrance / exit ramps, etc., it may be desirable to increase energy and / or have available coverage areas that allow the RESS base housing assembly and wiring channels, the RESS operating module, and surface layers to be "stacked," one on top of another, as the coverage areas allow for maximizing energy for a particular application.

[0120] RESS is a fully modular design that can be customized to fit any and all geometric layouts, such as conforming to angles, curves, transitions from multi-lane to single-lane, lane widths, etc., to follow the existing layout of the road infrastructure to be replaced using RESS units. For example, instead of the presented rectangular model, alternative geometries such as triangles, circles, rhombuses, etc., can be created to attempt to conform to any existing road shape, size, and design and can be configured to match any existing road shape, size, and design. It should be understood that the number and / or quantity of ESUs, EV charging panels, sensors, etc., is arbitrary and will be determined at design time to adapt to the specific layout and geometry selected to fill the available road space. It should be understood that the physical dimensions and sizes of the road ESUs are arbitrary and will be determined at design time to adapt to the specific layout and geometry selected to fill the available road space.

[0121] The advent of automobiles as a means of transportation for society and the use of fossil fuels to power and supply these vehicles created roads to make travel smoother and more convenient. Over time, these roads deteriorate and require maintenance to keep them usable for vehicle operation. The cost of this maintenance is clearly something that should be covered by those who use the roads. In this regard, it has been determined that taxes will be included in the purchase of fossil fuels (i.e., gasoline, diesel, etc.), and that these taxes will be used for road maintenance. Obviously, those who use the roads buy more fuel and thus pay more in fuel taxes to cover their increased use and share in road maintenance. In recent years, and with the advent of electric vehicles, this fuel tax-based revenue system for maintaining our roads will have a diminishing monetary value and at some point will not be able to cover the future needs of our roads. As communities and transportation agencies address this concern and issue, a new paradigm has emerged in the form of Road Use Charging (RUC), in which vehicles will now charge based on the amount of road they travel. Much of this will be monitored by various sensor technologies. In understanding this need, it should be understood that by making beneficial use of the surface layer of the RESS, which will include various energy capture sources, heating elements and sensor technologies to help with energy generation, road surface maintenance and communication with motor vehicle and safety / navigation applications and software, additional sensors may be incorporated to track road use, thereby collecting the revenue required for road maintenance.

[0122] RESS intelligent roads will individually accommodate multiple ESUs that require individual monitoring. Based on the range of available energy storage devices on the market today, and the nature of their construction and chemistry, each will have its own unique requirements for the metrics to be monitored to extend the lifespan of these units. The in-situ control system will understand the ESU's capacity, nominal energy (i.e., the energy that can be generated / provided from a full charge to a full discharge), power delivery, specific energy or amount of energy that the ESU can store relative to its mass, C-rate or the time for scaling charge and discharge times, cycle time—charge / discharge / charge rate, cycle life or the number of cycles the ESU can deliver during its expected lifespan, depth of discharge assuming 100% full discharge, state of charge indicating the ESU's charge level at any given moment, and coulombic efficiency, which describes the efficiency of charge transfer of electrons in the ESU, etc. All these metrics, and more, will be continuously monitored by the ESU management system on each individual ESU battery and transmitted to the onboard SCADA system to provide energy flow locally and individually from adjacent ESUs with sufficient charge and / or excess energy to share with the onboard ESU. Only once the entire onboard ESU battery is fully charged will any excess energy be allocated to the internal DC grid to be shared locally or globally with adjacent RESS units, thus the overall goal will be a fully charged RESS grid.

[0123] In embodiments of this disclosure, onboard wireless and direct contact charging features will be present to support electric vehicles traveling on RESS smart roads. In this regard, these charging mechanisms will draw directly from the onboard ESU to supply the necessary energy to charge and support the electric vehicle and its battery while it is in motion, eliminating or minimizing the need to leave the road and search for off-road charging options. When fully implemented, this beneficial feature of RESS smart roads will allow electric vehicles to operate without being limited by vehicle battery capacity and the assumed range of a fully charged battery, as the road and RESS can keep these batteries and electric vehicles powered throughout their journey, regardless of distance—tens, hundreds, or thousands of miles. With RESS smart roads supplying EVs with a never-ending supply of energy on the road and while in motion, concerns about EV ownership and the lack of infrastructure to support these vehicles will be reduced. When operating on the RESS smart road system, EV owners will be charged a fee commensurate with and acceptable to their vehicle charging. It will be assumed that if the EV is fully charged and / or the EV owner does not wish to charge their EV while using the road, this feature can be easily disabled by the EV owner via a toggle switch in the EV.

[0124] As vehicles travel on the road, vehicle usage will be monitored and shared with local, state, and federal agencies (if desired), and any usage fees / taxes will be assessed to maintain and sustain the RESS. Smart roads will be built through interaction with sensor technology, transponders, RFID codes, etc. At each level of this technology, there will be an overall SCADA system that captures all collected data from each lower level in the hierarchy and uses / processes that data to support the overall RESS grid above and below the chain. Ideally, based on the interconnectivity of this system, and once fully potentially implemented nationwide, energy can flow from street to street, neighborhood to neighborhood, county to county, and state to state, and across the country, ensuring service to all regions and eliminating overall dependence on fossil fuels.

[0125] On the day a catastrophic storm hits New York and the power grid breaks down, leaving communities without heat, electricity, energy, communications, etc., the resources and underground service networks stored in the RESS will have sufficient reserves in outlying states such as Connecticut and New Jersey. Their energy and resources can be diverted to depleted ESUs in New York and transferred to these depleted ESUs via roads, as energy in their systems depletes. Energy from the operating grid and renewable energy sources in New Jersey and Connecticut will begin to recharge the depleted ESUs in Connecticut and New Jersey, and the system will continue to support the region and the nation overall. Roads, as a whole, connect this entire nation and the world because roads traverse the country's routes everywhere. They connect us all, and the emergence and primary goal of the RESS is to allow these very similar roads to provide more than one driving surface, but through the newly created infrastructure they now contain, to support our communities and the nation.

[0126] Many modifications and other embodiments of this disclosure will arise for those skilled in the art from the teachings presented in the foregoing description and the accompanying drawings. Therefore, it should be understood that this disclosure is not limited to the specific embodiments disclosed, and that modifications and embodiments are intended to be included within the scope of the appended claims.

Claims

1. An underground energy storage system, comprising: a plurality of roadway enclosures arranged to define a surface to carry vehicles, each roadway enclosure comprising: an energy storage assembly comprising: an inner enclosure and an outer enclosure surrounding the inner enclosure, the outer enclosure defining: a plurality of channels at an outer edge of the outer enclosure, and a plurality of external passageways between the plurality of channels and on an outer surface of the outer enclosure to provide external wiring passageways; the inner enclosure comprising: a first lateral wall and a second lateral wall, an inner side channel defined between the first lateral wall and the second lateral wall, a first longitudinal wall and a second longitudinal wall extending from the first lateral wall and the second lateral wall, the first longitudinal wall and the second longitudinal wall defining at least one longitudinal cavity between the first longitudinal wall and the second longitudinal wall, and a plurality of lateral segments extending between each longitudinal wall of the first longitudinal wall and the second longitudinal wall and a respective side of the inner enclosure to define a plurality of cavities, each lateral segment of the plurality of lateral segments comprising an internal passageway extending to an adjacent cavity for providing a wiring passageway between the adjacent cavity, at least one wireless charging device within the at least one longitudinal cavity, and a plurality of energy storage units respectively carried within the plurality of cavities and electrically coupled together; and at least one layer directly above the energy storage assembly and for providing the surface to carry vehicles, the at least one layer comprising an upper layer defining the surface to carry vehicles; and an energy storage management controller coupled to the plurality of energy storage units in the plurality of roadway enclosures and configured to perform at least one energy management function on the plurality of energy storage units.

2. The underground energy storage system of claim 1, wherein, Each roadway enclosure further comprises a drainage channel below the energy storage assembly.

3. The underground energy storage system of claim 2, wherein, Each roadway enclosure further comprises a support assembly below the drainage channel.

4. The underground energy storage system of claim 3, wherein, The support assembly comprises a support layer abutting the drainage channel and a plurality of vertical legs extending from the support layer.

5. The underground energy storage system of claim 1, wherein, The at least one layer comprises a transducer layer configured to generate energy from traffic on the surface to carry vehicles, and the transducer layer is coupled to the energy storage management controller.

6. The underground energy storage system of claim 1, wherein, Each roadway enclosure further comprises a distribution conduit coupled to the energy storage assembly.

7. The underground energy storage system of claim 1, further comprising at least one visual indicator carried by the upper layer for the surface to carry vehicles.

8. The underground energy storage system of claim 1, wherein, The at least one layer comprises a heating element layer for de-icing the surface to carry vehicles.

9. The underground energy storage system of claim 1, wherein, Each of the plurality of energy storage units comprises one of a battery and a capacitor.

10. The underground energy storage system of claim 1, wherein, The outer enclosure defines a plurality of passageway ports between the plurality of channels.

11. A method for manufacturing the underground energy storage system of any one of claims 1-10, the method comprising: positioning the plurality of road casings to define a surface on which the load bearing vehicle is supported, and coupling the energy storage management controller to the plurality of energy storage units in the plurality of road casings.

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