Energy supply system for a traffic area

Abstract

Energy supply system (1) for a traffic area (2), in particular a carriageway of a road or motorway, for wirelessly charging vehicles (3) during a journey of the vehicles (3), wherein the energy supply system (1) comprises: - a plurality of stationary energy generation units (4) arranged to capture vehicle-induced airflow in the vicinity of the traffic area (2) and convert it into electrical energy, and - a plurality of energy transmission units (5) integrated into the traffic area (2) which are electrically coupled to the plurality of stationary energy generation units (4) and are configured to inductively supply the electrical energy to the vehicles (3) during the journey.

Description

Field of invention The invention relates to an energy supply system for a traffic area, in particular a carriageway of a road or motorway, for wireless charging of vehicles while the vehicles are driving. Background of the invention With the increasing prevalence of electric vehicles, the need for suitable charging infrastructure, available in both urban and rural areas, is growing. Particularly on major roads such as highways and main roads, the challenge lies in reliably and efficiently supplying large amounts of energy. Current solutions are predominantly based on stationary charging stations, where vehicles are charged via wired systems while parked. These solutions lead to charging interruptions, require dedicated infrastructure space, and are connected to the public power grid with high power outputs. Furthermore, especially during periods of high traffic, peak loads can occur, placing a significant strain on the grid infrastructure. To reduce these disadvantages, systems have been developed that enable energy transfer while driving. These include, in particular, inductive charging systems, in which electrical energy is transferred wirelessly from primary systems embedded in the road surface to secondary systems on the vehicle. Some of these systems are currently being tested and have the potential to increase driving comfort and reduce the required battery capacity. However, the widespread implementation of such systems involves considerable technical and economic effort, especially with regard to grid connection, energy distribution, and load management. Regardless, facilities for utilizing renewable energy sources are known to generate electricity from natural resources such as solar radiation or wind. However, the availability of these energy sources varies in time and location, meaning that a continuous and demand-oriented energy supply cannot be readily guaranteed. Furthermore, surpluses can occur that cannot be fully absorbed due to limited grid capacity. Summary of the invention It is an object of the present invention to improve the energy supply of traffic areas, preferably with regard to the combination of different energy sources, the reduction of grid dependency, and the efficient use of existing energy potential. In particular, there is a need to provide an economically viable solution. Specifically, the task is solved by an energy supply system for a traffic surface. This energy supply system is designed for a roadway or highway. It is designed for wireless charging of vehicles while they are in motion. The energy supply system comprises multiple stationary energy generation units. These units are positioned near the traffic surface to capture vehicle-induced airflow. The stationary energy generation units are configured to convert this captured airflow into electrical energy. The energy supply system also includes multiple energy transmission units integrated into the traffic surface. These transmission units are electrically coupled to the multiple stationary energy generation units.The energy transfer units are designed to inductively supply electrical energy to the vehicles while they are in motion. The energy transfer units are preferably integrated into a road surface layer made of asphalt, concrete, polymer concrete, or fiber-reinforced composite materials. The energy transfer units can be located at a depth of, for example, greater than 2 cm, 5 cm, or 10 cm and / or less than 50 cm, 30 cm, or 20 cm below the road surface. The stationary energy generation units can be made of metallic materials, in particular steel, aluminum, or stainless steel, and / or composite materials, in particular glass fiber-reinforced plastics or carbon fiber-reinforced plastics. The conversion of the airflow is preferably achieved by rotating or fluid-mechanically coupled generators.Electrical coupling can be achieved via cable connections, power electronics modules and / or rectifiers and inverters. The invention has the advantage that decentralized and vehicle-adjacent energy generation with direct inductive energy transfer can be realized, thereby reducing grid connection requirements. The term energy supply system refers to a technical system for generating, storing, distributing, and providing electrical energy along a traffic area. The term traffic area includes, in particular, roadways, highways, federal roads, and similar traffic routes. Vehicle-induced airflow is a flow generated by the movement of a vehicle, resulting from the displacement of air masses and aerodynamic effects, and which would otherwise be dissipated as energy loss. Stationary energy generation units are fixed devices for converting the kinetic energy of an airflow into electrical energy. Energy transmission units are inductive coupling devices that transfer energy contactlessly using electromagnetic fields. Inductive energy transmission is based on an alternating magnetic field between a primary coil in the traffic area and a secondary coil in the vehicle.Electrical coupling encompasses both direct line connections and indirect coupling via energy storage or power electronics. The energy supply system can operate as a local system without necessarily feeding into a higher-level power grid. The energy supply system can be part of a closed energy flow cycle in which energy is generated from vehicle movement and supplied to other vehicles. The majority of stationary energy generation units may include at least one wind turbine. The wind turbine may be a vertical-axis wind turbine. Alternatively or additionally, the wind turbine may be a diffuser-assisted turbine. The diffuser-assisted turbine may, in particular, be a jet turbine. The majority of stationary energy generation units may be arranged along the traffic area. The vertical-axis wind turbine may, for example, be a Savonius, Darrieus, or hybrid rotor. The diffuser structure may be made of metal, plastic, or composite material and may have a length greater than 0.5 m, 1 m, or 2 m and / or less than 10 m, 5 m, or 3 m. The power output of a single energy generation unit may be greater than 100 W, 500 W, or 1 kW and / or less than 10 kW, 5 kW, or 2 kW.The energy generation units can be distributed along the traffic area at intervals greater than 5 m, 10 m or 20 m and / or less than 100 m, 50 m or 30 m. This allows for efficient adaptation to different flow conditions and traffic patterns. A wind turbine is a device for converting the kinetic energy of an airflow into mechanical rotational energy and subsequently into electrical energy. A vertical-axis wind turbine is a turbine with a vertically oriented axis of rotation that can operate independently of wind direction. A diffuser-assisted turbine utilizes fluid dynamics to increase the flow velocity within the turbine, particularly through the Venturi effect. A jet turbine is a special design with convergent-divergent flow guidance to increase power output. Installations along traffic surfaces include linear, segmented, or grouped configurations along lanes or medians. Combining different turbine types allows for a broader range of usable flow velocity and direction. The majority of stationary energy generation units can be mounted on existing road structures in close proximity to the road surface. These existing road structures can include at least one guardrail. They can include at least one median strip. They can include at least one mast. The majority of stationary energy generation units can be at least partially integrated into the existing road structures. Mounting can be achieved through bolted connections, clamps, welds, positive-locking brackets, or vibration-damping adapters. The brackets can be made of galvanized steel, stainless steel, aluminum, fiber-reinforced plastic, or corrosion-resistant coated steel.The integration can be achieved by arranging the energy generation units within a protective profile, behind a guardrail level, or within a mast structure. The energy generation units can be mounted in such a way that the restraint function of the guardrail or median barrier is not unduly impaired. The energy generation units can be mounted on existing guardrails, thus eliminating the need for additional foundations. This allows for a cost-effective and structurally robust retrofit of existing traffic areas. The immediate vicinity of the traffic area can be the area where the airflow generated by vehicles occurs at a technically usable speed. This immediate vicinity can be located laterally to a lane, above a guardrail, within a median strip, or at the edge of the roadway. A road structure is an existing structural element used to guide, secure, illuminate, monitor, or delineate the traffic area. A guardrail is a vehicle restraint device, typically made of steel profiles, and is positioned laterally or centrally along the traffic area. A median strip is a structural or safety-related separation device between opposing directions of travel. A mast can be a lighting mast, traffic sign mast, camera mast, radio mast, or sensor mast.At least partial integration exists when an energy generation unit is mechanically, fluidically, or electrically integrated into the function or geometry of the road structure. The mounting can be designed to be replaceable, allowing maintenance, cleaning, and replacement of individual energy generation units without dismantling the road structure. Most energy transmission units can comprise multiple primary coils. The primary coils can be arranged segmentally along the road surface. The primary coils can be selectively activated depending on the position of at least one vehicle. The primary coils can be selectively activated depending on the movement of at least one vehicle. Each primary coil can be assigned to a road segment. Each road segment can be energized independently of adjacent road segments. The primary coils can be made of copper, aluminum, silver-plated copper, stranded conductors, or high-frequency-compatible conductor composites. The primary coils can be embedded in potting compounds made of epoxy resin, polyurethane, bitumen modifications, or thermally conductive polymer materials. The segment length can be greater than 0.5 m, 1 m, or 2 m and / or less than 10 m, 5 m, or 3 m.Selective activation can be achieved using circuit breakers, inverters, resonant converters, or semiconductor switches. The vehicle's position can be determined using sensors, communication units, road detectors, or vehicle-side identification. This allows inductive energy transfer to be spatially limited to the sections of road actually traversed, thereby reducing scattering losses and electromagnetic emissions. The primary coil is a stationary coil that, when energized, generates an alternating magnetic field for contactless energy transfer. The segmented arrangement means that several electrically or functionally distinct coil sections are provided along the traffic surface. Selective activation means that not all primary coils are operated simultaneously, but only those relevant to a vehicle currently passing over or about to pass. A vehicle's position can be its absolute position along the traffic surface, its relative position to a primary coil, or its lane position. A vehicle's movement can include its speed, acceleration, direction of travel, trajectory, or expected crossing time.Selective activation can be timed so that a primary coil is activated only shortly before a vehicle enters the effective range and deactivated immediately after it leaves the effective range. The energy transfer unit can include resonant circuits, compensation networks, shielding, and temperature sensors. The energy supply system may include at least one energy storage device. The energy storage device may, in particular, be a battery storage device. The energy storage device may be connected between the majority of stationary power generation units and the majority of power transmission units. The energy storage device may be designed to buffer electrical energy. The energy storage device may be designed to balance peak loads. The battery storage device may comprise lithium-ion cells, lithium iron phosphate cells, sodium-ion cells, solid-state cells, redox flow batteries, or supercapacitors. The energy storage device may have a capacity greater than 50 kWh, 100 kWh, or 500 kWh and / or less than 10 MWh, 5 MWh, or 1 MWh. The energy storage device may have a battery management system. The battery management system may monitor cell voltages, cell temperatures, states of charge, and aging conditions.The energy storage system can be connected to the energy generation units and the energy transmission units via DC link circuits, inverters, or bidirectional power electronics. The energy storage system can be housed in a control cabinet, a container, an underground technical room, or a roadside enclosure. This allows fluctuations in energy production and energy demand to be balanced out. An energy storage system is a technical device for the temporary storage and later release of electrical energy. A battery storage system is an electrochemical energy storage device with multiple cells or modules. Intermediate storage serves to absorb energy from short-term airflow events and make it available later for inductive power transfer. Peak load balancing means that short-term high power demands from energy transmission units do not have to be met entirely and immediately by the energy generation units or an external grid. The energy storage system can be installed as a behind-the-meter storage system on the consumer side of a grid connection point. Such a storage system can reduce peak loads, buffer surpluses, and support island operation.The energy storage system can be thermally conditioned to ensure reliable operation in summer heat, frost, and fluctuating traffic loads. The arrangement between energy generation units and energy transmission units includes both series electrical connections in the energy flow and topological integration via a common intermediate circuit. The energy supply system may include at least one additional energy source. In particular, the additional energy source may include at least one solar power plant. Alternatively or additionally, the additional energy source may include at least one wind turbine. The additional energy source may be coupled with multiple stationary energy generation units. The additional energy source may be coupled with at least one energy storage device. The solar power plant may include photovoltaic modules made of monocrystalline silicon, polycrystalline silicon, thin-film materials, perovskite structures, or multilayer cells. The wind turbine may be a large horizontal or vertical wind turbine with a rated output greater than 10 kW, 100 kW, or 1 MW and / or less than 10 MW, 5 MW, or 2 MW.The additional energy source can be located along the traffic surface, in a shoulder area, or at a distance greater than 10 m, 50 m, or 100 m and / or less than 1000 m, 500 m, or 200 m from the traffic surface. Connection can be made via DC lines, AC networks, transformers, or power electronic interfaces. The additional energy source can be operated in such a way that excess energy is preferentially fed to the energy storage system. This allows the energy supply of the system to be stabilized and the dependence on traffic-induced energy sources to be reduced. The additional energy source is a power generation device that provides electrical energy independently of the vehicle-induced airflow. The solar array converts electromagnetic radiation, particularly sunlight, directly into electrical energy. The wind turbine converts natural atmospheric air currents into electrical energy. The integration of the additional energy source with the power generation units and the energy storage system can be direct or via a higher-level energy management system. The additional energy source can be used to utilize surplus electricity, especially during periods of negative pricing or grid overload, with the energy being used locally. Combining multiple energy sources can enable a complementary energy supply, balancing differing availability over time.The additional energy source can also serve as a backup system to ensure a minimum supply during periods of low traffic intensity. The energy supply system can include at least one control unit. The control unit can be configured to distribute electrical energy between multiple stationary energy generation units, at least one energy storage unit, and multiple energy transmission units. The control unit can be configured to control the energy flow based on traffic volume or vehicle density. The control unit can include a central or decentralized computing unit. The control unit can include microcontrollers, industrial computers, FPGA systems, or cloud-based computing units. The control unit can be coupled with sensors for detecting traffic parameters. The sensors can include cameras, radar sensors, induction loops, lidar sensors, or radio detection systems.The control unit can have data connections to external systems via cellular, fiber optic, WLAN, or satellite communication. The control unit can implement control algorithms that perform real-time or predictive power distribution. This allows for an efficient and demand-oriented energy flow within the system. The control unit is a device for processing data and outputting control signals to components of the power supply system. Electrical energy distribution encompasses the targeted routing, conversion, and allocation of energy flows between generation, storage, and consumption. Traffic volume describes the number of vehicles per unit of time on the road surface. Vehicle density describes the number of vehicles per unit length of the road surface. The control unit can be configured as an energy management system that continuously monitors and optimizes operating conditions. The control unit can employ artificial intelligence or machine learning methods to recognize patterns in traffic flow and derive control decisions from them. The control unit can have interfaces to billing systems, grid operators, or vehicle communication systems.The control unit can be designed with redundancy to ensure fail-safe operation. At least one control unit can be configured to prioritize different vehicle types during energy transfer. Prioritization can be based on vehicle class, energy demand, or contractual agreements. Vehicle types can include passenger cars, trucks, buses, commercial vehicles, or special-purpose vehicles. Prioritization can be achieved by adjusting the power output of individual energy transfer units, by allocating energy transfer windows over time, or by dynamically adjusting the prioritization during operation. Consequently, a demand-oriented and economically optimized energy distribution to different vehicle types can be achieved. Prioritization is a method for the weighted allocation of resources, in which energy is preferentially assigned to certain consumers. Vehicle type is a classification of vehicles based on technical or economic criteria. A vehicle's energy demand can be derived from battery capacity, state of charge, driving profile, or type of use. Prioritization can particularly favor commercial vehicles to increase economic efficiency. The control unit can receive and process vehicle data from communication systems for this purpose. Prioritization can also include minimum supply strategies or fairness algorithms. Prioritization is implemented via control commands to the energy transfer units and, if applicable, to the energy storage system. The energy supply system may include at least one communication unit. The communication unit may be coupled to at least one control unit. The communication unit may be configured to acquire vehicle-related data. The communication unit may be configured to transmit vehicle-related data for billing purposes. The communication unit may be configured to transmit vehicle-related data for control purposes. The communication unit may include radio modules for mobile communication standards, in particular LTE, 5G, or future communication protocols. The communication unit may additionally include short-range communication devices, in particular RFID, NFC, or Dedicated Short Range Communication. The communication unit may include data lines, in particular fiber optic or copper lines, for connection to central systems.The vehicle-related data can include vehicle identification, energy transfer rate, position, speed, and charge level. The communication unit can enable real-time or time-delayed data transmission. Accordingly, automated, precise and tamper-proof control and billing of energy transmission can be achieved. The communication unit is a technical device for transmitting, receiving, and processing data between the energy supply system and external units. Vehicle-related data is information that can be uniquely assigned to a single vehicle. Billing involves recording and allocating the amount of energy transmitted to a user or vehicle. Control involves using the data to optimize energy flows and system states. The communication unit can be coupled with vehicle-side receiver modules that enable the unique identification and measurement of the transmitted energy. The communication unit can implement encryption methods, authentication mechanisms, and data security protocols. It can also be part of an open communication standard to ensure interoperability between different vehicle manufacturers and system providers.The communication unit can also be used to transmit diagnostic data and maintenance information. At least one control unit can be configured to perform a time-predictive activation of the majority of energy transfer units. Activation can occur based on predicted vehicle trajectories. These predicted trajectories can be calculated from current position, speed, and direction data. The control unit can use predictive models for this purpose, in particular mathematical, statistical, or machine learning models. Activation can be performed such that energy transfer units are activated before a vehicle enters a control area. Activation can occur with a lead time of greater than 10 ms, 50 ms, or 100 ms and / or less than 5 s, 2 s, or 1 s. Activation can be coordinated segment by segment along the traffic area. Therefore, low-loss and synchronized energy transmission with reduced energy consumption can be achieved. Time-predictive activation is a control method that anticipates the future states of a system and initiates corresponding control measures in advance. A vehicle's trajectory is the time-dependent description of its position along the road surface. The forecast can be based on deterministic or probabilistic methods. The control unit can incorporate historical traffic data, real-time data, and external influencing factors, particularly weather conditions or traffic events, into the forecast. The activation of the energy transfer units can be coordinated to ensure continuous energy transfer along a vehicle's route. Predictive control can lead to improved energy efficiency, especially at high vehicle speeds. At least one control unit can be configured to operate the majority of power transfer units segmentally with a power output ranging from 20 kW to 200 kW. The power output of individual power transfer units can be greater than 20 kW, 50 kW, or 100 kW and / or less than 200 kW, 150 kW, or 120 kW. The power output can be adjusted depending on vehicle parameters. The power output can be adjusted depending on system states. The power transfer units can be equipped with power electronics that enable variable power output. The power output can be controlled continuously or discretely. Therefore, an energy supply adapted to different vehicle types and operating conditions can be made possible. Power is the electrical energy transferred per unit of time. Segmented power delivery means that each energy transfer unit can be operated individually with a defined power output. Power can be adjusted depending on the state of charge, battery capacity, vehicle class, or driving speed. The power electronics include, in particular, inverters, rectifiers, DC / DC converters, and control units. Power control can be used to prevent overloads, increase efficiency, and ensure compliance with electromagnetic limits. The specified power ranges correspond to typical values ​​for inductive charging systems in road use. The majority of stationary energy generation units and the majority of energy transmission units can be arranged relative to each other in such a way. The majority of stationary energy generation units and the majority of energy transmission units can be operated in a coordinated manner by at least one control unit. An airflow generated by a first vehicle can be used for energy generation. The electrical energy generated in this way can be used for inductive energy transfer to a subsequent second vehicle after a time delay. The time delay can be greater than 0.1 s, 1 s, or 10 s and / or less than 1 h, 10 min, or 1 min. The spatial arrangement can be such that energy generation units and energy transmission units are staggered along a direction of travel. Therefore, it is possible to utilize otherwise lost kinetic energy from the traffic flow for subsequent vehicles. Coordinated operation describes the coordinated control of multiple system components to achieve a common goal. Temporal offset describes a time lag between energy generation and energy consumption. The first vehicle generates an airflow. The second vehicle receives energy from the system. The use of the airflow occurs independently of the first vehicle's energy requirements. Therefore, the system does not represent an energy exchange within a single vehicle, but rather a redistribution between different vehicles. The control unit can optimize this temporal coupling by storing, delaying, or prioritizing energy flows. The at least one control unit can be configured to operate multiple stationary energy generation units depending on a detected vehicle distance. The at least one control unit can be configured to operate multiple stationary energy generation units depending on a vehicle sequence. The control unit can be configured to utilize an airflow generated by a preceding vehicle for energy generation in a temporally optimized manner. The control unit can be configured to utilize the airflow for energy generation by at least one following energy generation unit in a spatially optimized manner. For this purpose, the control unit can take into account distances between vehicles greater than 1 m, 5 m, or 10 m and / or less than 200 m, 100 m, or 50 m. The control unit can evaluate vehicle sequences with a frequency greater than 0.1 Hz, 1 Hz, or 5 Hz and / or less than 100 Hz, 50 Hz, or 20 Hz.The control unit can actively adjust the operating states of individual energy generation units, in particular by switching them on, off, or regulating their power output. The control unit can use flow models or empirical models to predict airflow. Accordingly, improved utilization of air currents generated by vehicles ahead can be achieved. Vehicle spacing is the spatial distance between two consecutive vehicles traveling in a direction. Vehicle sequence is the temporal and spatial succession of multiple vehicles on a road surface. Airflow can be unsteady with turbulent components, generated by vehicle movement. Optimization can involve operating energy generation units precisely when increased airflow is expected. The control unit can combine sensor data and predictive models for this purpose. Spatial optimization can include selecting those energy generation units located within an optimal flow region. Temporal optimization can involve synchronizing the expected flow with the operating state of the energy generation unit. The control unit can also consider flow coupling effects between multiple energy generation units. The majority of energy transmission units and the majority of stationary energy generation units can be arranged in decoupled sections of the traffic area. These sections can be electrically isolated from one another. The sections can be operated functionally independently. The at least one control unit can be configured to operate the sections in a coordinated manner. The control unit can be configured to effect a spatial shift of an energy flow along the traffic area. This spatial shift can occur in the direction of travel or against the direction of travel. The sections can have a length greater than 50 m, 100 m, or 500 m and / or less than 10 km, 5 km, or 1 km. The decoupling can be achieved through electrical isolation points, switchgear, or separate energy storage devices. Therefore, a flexible and locally optimized energy distribution along the traffic area can be achieved. A subsection is a defined section of the traffic area that can operate independently with regard to energy generation, storage, and transmission. Decoupling means that energy flows between subsections can be specifically controlled or blocked. Spatial shifting of the energy flow describes the targeted transfer of energy from one subsection to another. The control unit can store energy from one section and make it available in another. Coordination can be based on traffic volume, energy supply, or external parameters. The subsections can be modular, allowing for system expansions or modifications. Decoupling can also serve to increase reliability. The majority of stationary power generation units and the majority of power transmission units can be arranged along the same traffic area. The generated electrical energy can be supplied locally, directly to the majority of power transmission units without being fed into a higher-level power grid. Power transmission can take place via local power grids. The power can be directly adjusted via local converters and power electronics. Direct supply can occur without the interposition of external grid components. Therefore, an independent and low-loss energy supply can be made possible along the traffic area. Local feed-in refers to energy transmission within a spatially limited system without the use of external energy distribution networks. The overarching power grid is a public or industrial energy supply network. Direct feed-in can reduce transmission losses and grid loads. The system can be operated as a so-called "behind-the-meter" system, where energy is generated and used on the consumer side. Local energy distribution can be achieved through an internal network of lines specifically designed for the system's requirements. Energy can then be routed directly from the generation unit to the transmission unit without any detours. The energy supply system can be designed to dynamically adjust the energy flow-optimized allocation of individual energy generation units to specific sections of the traffic area by coupling the majority of stationary energy generation units with the majority of energy transmission units. This coupling can be achieved via controllable switching elements. The allocation can be adjusted in real time. It can be based on energy supply, energy demand, and traffic parameters. The allocation can be updated multiple times per second. It can also take storage capacities into account. This allows for optimal use of the available energy sources along the traffic area. Energy flow-optimized allocation describes a dynamic linking of energy sources and energy consumers with the goal of minimizing losses and maximizing efficiency. The coupling is a controllable connection between energy generation units and energy transmission units. Dynamic change means that the allocation is not statically fixed but continuously adjusted. The control unit can employ algorithms to optimize energy flows for this purpose. The allocation can also take into account maintenance status, fault conditions, or external influences. Dynamic allocation can enable a more even utilization of the energy generation units. The majority of stationary power generation units can each have at least one diffuser structure. The diffuser structure can include a conically narrowed inlet. The diffuser structure can include a widening outlet. A turbine can be arranged within a narrowed section. The narrowed section can have a minimum cross-section with a diameter greater than 0.1 m, 0.2 m, or 0.3 m and / or less than 2 m, 1 m, or 0.5 m. The inlet can have an opening angle greater than 5°, 10°, or 15° and / or less than 60°, 45°, or 30°. The outlet can have a diffuser angle greater than 3°, 5°, or 10° and / or less than 40°, 30°, or 20°. The diffuser structure can be made of metal, in particular aluminum or steel, or of polymer-based composite materials.The turbine can be positioned within the narrowed section in such a way that a maximum flow velocity acts on the turbine blades. Therefore, an increase in flow velocity and thus an increased energy yield can be achieved. The diffuser structure is a fluid-mechanical device for the targeted manipulation of airflow. The conically narrowed inlet serves to direct the airflow into a smaller cross-section, thereby accelerating it. The widening outlet serves to influence pressure conditions in such a way as to maintain a continuous flow through the turbine. The constricted section is the area of ​​minimum cross-section where the flow velocity is maximum. Positioning the turbine in this area enables increased energy conversion. Its operation can be based on the Venturi principle, in which flow acceleration is achieved through cross-sectional narrowing. The diffuser structure can also incorporate flow-guiding internal surfaces, coatings to reduce friction losses, or sound-dampening elements.The entire structure can be aerodynamically optimized to minimize turbulence and increase efficiency. The majority of stationary energy generation units can be arranged at intervals of 10 m to 50 m along at least one guardrail of the traffic area. The spacing can be greater than 10 m, 15 m, or 20 m and / or less than 50 m, 40 m, or 30 m. The arrangement can be along a median guardrail or an outer guardrail. The energy generation units can be positioned on one or both sides of the traffic area. The energy generation units can be installed at regular or variable intervals. In this way, a uniform energy generation along the traffic area can be achieved. The spacing refers to the spatial distance between two adjacent energy generation units along the road surface. The guardrail serves as a structural support and reference line for the arrangement. A regular arrangement can ensure a uniform energy distribution. A variable arrangement can be adapted to local conditions, particularly traffic volume or structural limitations. Positioning along the guardrail utilizes the area with increased airflow from passing vehicles. The number of energy generation units per unit length of the road surface can be defined by the chosen spacing. The arrangement can be selected to ensure maintenance access and compliance with safety requirements. The majority of energy transfer units can be arranged in at least one right-hand lane of the traffic area. Alternatively or additionally, the majority of energy transfer units can be arranged in at least one left-hand lane. Each energy transfer unit can have a length of 1 m to 5 m. The length can be greater than 1 m, 2 m, or 3 m and / or less than 5 m, 4 m, or 3.5 m. The energy transfer units can be arranged one behind the other along the traffic lane. The energy transfer units can be flush with the road surface. This allows for continuous energy transfer along a lane. A driving lane is a defined area of ​​the road surface used by vehicles. The right lane is typically intended for slower or heavier vehicles. The left lane is typically intended for faster vehicles. The length of the energy transfer unit determines the duration of energy transfer while a vehicle passes over it. Arranging the units along the driving lane allows for the sequential activation of multiple energy transfer units. Flush integration into the road surface prevents mechanical interference with vehicle operation. The energy transfer units may be mechanically reinforced to withstand stresses from vehicle weight and weathering. At least one energy storage unit can be arranged at regular intervals along the traffic area. The distance between two energy storage units can range from 0.5 km to 5 km. This distance can be greater than 0.5 km, 1 km, or 2 km and / or less than 5 km, 4 km, or 3 km. The energy storage units can be housed in technical stations, containers, or underground enclosures. Each energy storage unit can be assigned to a specific section of the traffic area. Therefore, decentralized energy storage with short transport routes can be implemented. The spacing between energy storage units describes the distance along the road surface between two storage units. A regular arrangement ensures an even distribution of storage capacity. Assigning them to a specific section allows for local energy supply independent of distant system components. The energy storage units can be interconnected to balance energy flows. Their size can be determined by traffic volume, energy demand, and generation capacity. The energy storage units can also perform functions for grid stabilization or islanding. The majority of stationary energy generation units can be designed to operate exclusively or predominantly using airflow generated by passing vehicles. The proportion of energy generated by vehicle airflow can be greater than 50%, 70%, or 90%. These energy generation units can operate independently of natural wind currents. They can also be designed to respond to short-term and pulsating airflows. This allows for the targeted use of kinetic energy generated by traffic. Exclusive or predominant use means that the main energy is derived from vehicle-induced airflows. These airflows are generated by the aerodynamic effects of moving vehicles. The energy generation units can be specifically optimized for this type of flow, particularly with regard to responsiveness and efficiency. Independence from natural wind enables operation even in calm weather conditions. The pulsating airflows can be generated by individual vehicles or groups of vehicles. The energy generation units can exhibit low inertia to react quickly to changing flow conditions. The majority of stationary energy generation units can have a mounting height of 0.3 m to 2 m above the road surface. The mounting height can be greater than 0.3 m, 0.5 m, or 1 m and / or less than 2 m, 1.5 m, or 1.2 m. The mounting height can be defined relative to a road surface. The energy generation units can be positioned at the level of the vehicle body or the vehicle wheels. The energy generation units can be positioned in an area of ​​maximum airflow velocity. Mounting can be carried out on support structures that ensure stable positioning under dynamic loads. The support structures can incorporate vibration damping elements. The support structures can be made of metal, in particular steel or aluminum, or of composite materials. This allows for optimal use of the airflow generated by vehicles. The mounting height is the vertical distance between a power generation unit and the road surface. The road surface is the physical surface on which vehicles travel. The optimal height can vary depending on vehicle type, speed, and aerodynamic properties. The range of maximum airflow velocity can be determined through flow analysis. The mounting structures serve for mechanical fixation and can also provide protective functions. The mounting height can be selected to ensure that it does not impede traffic. The power generation units can be positioned so that they do not obstruct the view or compromise the safety of road users. The energy supply system can be designed as a locally operated, self-contained energy system. Energy generation can take place spatially along a shared section of the transport route. Energy storage can also take place spatially along the shared route. Energy transmission can take place spatially along the shared route. The spatial proximity between energy generation, energy storage, and energy transmission can be greater than 1 m, 10 m, or 50 m and / or less than 10 km, 5 km, or 1 km. The energy system can operate without a permanent connection to an external power grid. The energy system can optionally be connected to an external power grid. Accordingly, autonomous and resilient operation of the energy supply along the traffic area can be enabled. A locally operated energy system is one in which energy generation, storage, and use take place within a limited geographical area. A self-contained energy system is one that can operate independently of external energy sources. The common route segment is a defined area of ​​the transport infrastructure within which all system components are located. This spatial proximity reduces transmission losses and increases efficiency. The system can operate as an island grid, requiring no connection to the public power grid. Alternatively, the system can draw energy from or feed energy into the grid as needed. The system architecture can be modular, allowing multiple local systems to be interconnected. Most stationary power generation units can incorporate flow-guiding elements. These elements can be designed to merge airflows from different lanes of the road surface. They can also be designed to concentrate airflows onto at least one common power generation unit. The elements can be configured as guide vanes, channels, funnel structures, or aerodynamic profiles. They can be made of metal, plastic, or composite materials. The elements can have a length greater than 0.5 m, 1 m, or 2 m and / or less than 20 m, 10 m, or 5 m. The elements can have an inlet cross-section and a reduced outlet cross-section. This allows for an increase in the usable airflow density at the energy generation unit. Flow-guiding elements are components used for the targeted guidance and concentration of airflow. Merging airflows from multiple lanes can increase the overall flow velocity. Focusing the airflow onto a single energy generation unit enables more efficient energy conversion. The flow-guiding elements can be aerodynamically optimized to minimize losses. Their geometry can be adapted to the width of the traffic area and the position of the energy generation units. Flow-guiding elements can be fixed or adjustable. They can also provide protective functions, particularly against foreign objects or weather conditions. The energy supply system can be configured to adaptively allocate power between the majority of stationary energy generation units and the majority of energy transmission units, depending on the vehicle speed. The energy supply system can also be configured to adaptively allocate power based on the vehicle class. This adaptive allocation can be implemented to achieve energy flow-optimized operation along the roadway. Vehicle speeds can be greater than 10 km / h, 30 km / h, or 50 km / h and / or less than 200 km / h, 150 km / h, or 120 km / h. Vehicle classes can include passenger cars, trucks, or buses. The allocation can be dynamic and real-time. This allows for an energy distribution adapted to the current traffic flow. Adaptive allocation is a dynamic adjustment of the connection between energy sources and energy consumers. Vehicle speed influences the intensity of the generated airflow. The vehicle class affects both the airflow and the energy demand. Energy-flow-optimized operation describes an operating mode with maximum efficiency and minimal losses. The control unit can continuously collect and analyze data for this purpose. The allocation can be made in such a way that energy is used as close as possible to its point of generation. The adjustment can also take future traffic forecasts into account. Most stationary energy generation units can incorporate fluid-mechanically coupled structures. These structures can be designed to direct the airflow generated by passing vehicles toward subsequent energy generation units. They can also be designed to amplify the airflow. The structures can take the form of guide ducts, diffusers, deflectors, or aerodynamic profiles. They can be made of metal, plastic, or composite materials. The structures can be arranged in series along the road surface. Therefore, a sequential amplification and utilization of air currents along the traffic area can be achieved. Fluid-mechanically coupled structures are components that fluidly connect multiple energy generation units. Airflow can be guided by geometric orientation or pressure differentials. Intensification can be achieved by focusing or accelerating the airflow. The serial arrangement enables multi-stage energy generation from a single airflow event. The structures can be designed to minimize flow losses. The coupling can also include synchronizing the operating states of multiple energy generation units. The energy supply system can be configured to enable, at least temporarily, off-grid operation of a section of the transport route through a combination of multiple stationary energy generation units, at least one energy storage unit, and multiple energy transmission units. Off-grid operation can occur in the event of a failure of the external power grid. Off-grid operation can also occur when there is sufficient local energy generation. The route section can be longer than 100 m, 500 m, or 1 km and / or shorter than 100 km, 50 km, or 10 km. The combination of system components can be coordinated by the control unit. Accordingly, increased security of supply and independence from external energy sources can be achieved. Off-grid operation is an operating state in which the energy supply system functions without an external power supply. The track section is a defined part of the traffic area. The combination of system components describes the interaction of energy generation, storage, and transmission. Temporary operation means that off-grid operation is not required permanently but can be activated situationally. The system can automatically switch to island mode if a grid failure is detected. Security of supply is increased through redundant energy sources and storage capacities. The control unit can manage the transition between grid-connected and off-grid operation. The connections between the components defined here can be direct or indirect. The term "direct" means that there is contact or no other component in between. Further objectives, features, advantages and application possibilities will result from the following description of exemplary embodiments, which are not to be understood as limiting, with reference to the associated illustration. Brief description of the image These and other aspects of the invention are shown in detail in the figure below. Fig. 1: a schematic overview of an energy supply system for a traffic area. Detailed description of the exemplary embodiment Fig. 1 shows in a schematic and partly perspective representation an energy supply system 1 for a traffic area 2, in particular a multi-lane carriageway of a road or motorway, for wireless charging of vehicles 3 while driving along the traffic area 2. In the illustrated embodiment, the traffic area 2 is designed with multiple lanes and has at least one lane on which the vehicle 3 moves. The vehicle 3 is shown as an example of a truck, but the functions described below are equally applicable to other vehicle types, in particular passenger cars or buses. A plurality of stationary energy generation units 4 are arranged along the traffic area 2. The energy generation units 4 are positioned in the immediate vicinity of the traffic area 2, in particular along a road edge or a median strip, and can be attached to existing road structures, especially guardrails or similar supporting elements. In the illustrated embodiment, the energy generation units 4 are designed as wind turbines, in particular as vertical-axis wind turbines. The energy generation units 4 are configured to capture an airflow generated by the movement of the vehicles 3, which is represented in Fig. 1 by arrows as wind, and to convert it into electrical energy. The energy generation units 4 can be arranged to optimally capture the airflow generated by the vehicles 3, with their positioning being, in particular, at a height and lateral distance from the traffic surface 2 where an increased flow velocity exists. The energy generation units 4 can be arranged individually or at regular intervals along the traffic surface 2, forming a decentralized energy generation structure along the traffic surface 2. The electrical energy generated by the power generation units 4 is supplied via electrical connections to a first power electronics unit, which is configured as a rectifier. The rectifier is designed to convert electrical energy supplied by the power generation units 4, in particular an alternating voltage with variable frequency and amplitude generated by the generator, into a direct voltage. For this purpose, the first power electronics unit can include power electronic components, in particular diodes, controllable semiconductor switches, smoothing capacitors, and filter elements. The rectified electrical energy is supplied to an energy storage device 6, which in the illustrated embodiment is designed as a battery storage device. The energy storage device 6 is configured to temporarily store the generated electrical energy and decouple it over time, so that differences between energy generation and energy demand can be balanced. The energy storage device 6 can be arranged as a stationary storage unit along the traffic area 2 and can have a battery management system that monitors and controls operating states. The energy storage device 6 is coupled to a second power electronics unit, which is configured as an inverter. The inverter is designed to convert the electrical energy stored in the energy storage device 6 into an alternating voltage suitable for inductive power transfer. In particular, the inverter can provide a high-frequency alternating voltage required to power the energy transfer units 5. For this purpose, the inverter can also include power electronic components, in particular controllable semiconductor switches, resonant circuits, and control units. A plurality of energy transfer units 5 are integrated into the traffic surface 2, which in the illustrated embodiment are designed as inductive primary coils. The energy transfer units 5 are arranged segmentally along at least one lane of the traffic surface 2 and can each form individual activation segments. The energy transfer units 5 are preferably integrated into the roadway, in particular embedded in an asphalt or concrete layer, so that they are flush with the road surface and do not impede traffic operation. The energy transfer units 5 are configured to convert the electrical energy supplied by the second power electronics into an alternating electromagnetic field and to use this field for contactless energy transfer to the vehicle 3. The energy transfer takes place inductively between the energy transfer units 5 and a vehicle-side receiver unit 10. The vehicle 3 has a receiver unit 10, which is designed as a secondary coil and is located in the underbody area of ​​the vehicle 3. The receiver unit 10 is configured to receive the electromagnetic field generated by the energy transfer units 5 and to convert the energy contained therein into electrical energy. The converted energy is supplied to a battery located in the vehicle 3 and stored there. The inductive energy transfer between the energy transfer units 5 and the receiver unit 10 is shown in an enlarged detail view in Fig. 1. The energy supply system 1 can further comprise additional energy sources 7, in particular solar power plants and / or wind turbines. The additional energy sources 7 are coupled to the second power electronics and / or the energy storage system 6 and can feed additional electrical energy into the system. The additional energy sources 7 can be spatially arranged along the traffic area 2 or in its vicinity and contribute to increasing the overall energy availability. Furthermore, the energy supply system 1 includes a control unit 8. The control unit 8 is configured to control and coordinate the energy flow within the energy supply system 1. In particular, the control unit 8 can regulate the distribution of electrical energy between the energy generation units 4, the energy storage unit 6, the energy transmission units 5, and the additional energy sources 7. The control unit 8 can also be configured to selectively activate the energy transmission units 5 segment by segment, depending on the position, movement, or trajectory of the vehicle 3. The control unit 8 is coupled to a communication unit 9. The communication unit 9 is configured to exchange data between the energy supply system 1 and the vehicle 3. In particular, vehicle-related data, such as vehicle identification, position, energy demand, or the amount of energy transferred, can be recorded and transmitted. The communication unit 9 can use wireless communication means, especially mobile communication connections. Fig. 1 further shows that electrical energy flows within the power supply system 1 are represented by solid lines, while data and communication connections are symbolized by dashed lines. The dashed lines particularly illustrate the communication link between the communication unit 9, the control unit 8, and the vehicle 3. Fig. 1 thus illustrates the integrative interaction of the stationary energy generation units 4 for utilizing vehicle-induced airflows, the first and second power electronics for energy conversion, the energy storage unit 6 for intermediate storage, the energy transmission units 5 for inductive energy transmission, the additional energy sources 7 for supplementary energy input, and the control and communication units 8, 9 for coordinating and controlling the overall system, thereby realizing a wireless energy supply for the vehicle 3 while driving along the traffic area 2. The embodiments shown here are merely examples of the present invention and should therefore not be interpreted as limiting. Alternative embodiments considered by a person skilled in the art are likewise covered by the scope of protection of the present invention. List of reference symbols 1 Energy supply system 2 Traffic area 3 Vehicles 4 Energy generation units 5 Energy transmission units 6 Energy storage 7 Additional energy source 8 Control unit 9 Communication unit 10 Receiving unit (vehicle-side)

Claims

Energy supply system (1) for a traffic area (2), in particular a carriageway of a road or motorway, for wirelessly charging vehicles (3) during a journey of the vehicles (3), wherein the energy supply system (1) comprises: - a plurality of stationary energy generation units (4) arranged to capture vehicle-induced airflow in the vicinity of the traffic area (2) and convert it into electrical energy, and - a plurality of energy transmission units (5) integrated into the traffic area (2) which are electrically coupled to the plurality of stationary energy generation units (4) and are configured to inductively supply the electrical energy to the vehicles (3) during the journey. Energy supply system (1) according to claim 1, characterized in that the plurality of stationary energy generation units (4) comprise at least one wind turbine, in particular at least one vertical axis wind turbine, and / or at least one diffuser-assisted turbine, in particular at least one jet turbine, and are arranged along the traffic area (2). Energy supply system (1) according to claim 1 or 2, characterized in that the majority of stationary energy generation units (4) in the vicinity of the traffic area (2) are attached to existing road structures, in particular to at least one guardrail, at least one median strip boundary or at least one mast, and are at least partially integrated into them. Energy supply system (1) according to one of the preceding claims, characterized in that the plurality of energy transmission units (5) comprises several primary coils arranged segmentally along the traffic area (2), which can be selectively activated depending on a position and / or movement of at least one vehicle (3). Energy supply system (1) according to one of the preceding claims, characterized in that the energy supply system (1) has at least one energy storage device (6), in particular at least one battery storage device, which is connected between the plurality of stationary energy generation units (4) and the plurality of energy transmission units (5) and is designed to temporarily store electrical energy and / or to balance load peaks. Energy supply system (1) according to claim 5, characterized in that the energy supply system (1) has at least one additional energy source (7), in particular at least one solar power plant and / or at least one wind power plant, which is coupled with the plurality of stationary energy generation units (4) and the at least one energy storage device (6). Energy supply system (1) according to one of the preceding claims, characterized in that the energy supply system (1) has at least one control unit (8) which is configured to distribute the electrical energy between the plurality of stationary energy generation units (4), the at least one energy storage unit (6) and the plurality of energy transmission units (5) and to control the energy flow depending on traffic volume and / or vehicle density (3). Energy supply system (1) according to claim 7, characterized in that the at least one control unit (8) is configured to prioritize different types of vehicles (3) during energy transmission. Energy supply system (1) according to claim 7 or 8, characterized in that the energy supply system (1) has at least one communication unit (9) which is coupled to the at least one control unit (8) and is configured to record vehicle-related data and / or to transmit it for billing and control purposes. Energy supply system (1) according to one of claims 7 to 9, characterized in that the at least one control unit (8) is configured to perform a time-predictive activation of the plurality of energy transmission units (5) depending on predicted trajectories of the vehicles (3). Energy supply system (1) according to one of claims 7 to 10, characterized in that the at least one control unit (8) is configured to operate the plurality of energy transmission units (5) segmentally with a power in the range of 20 kW to 200 kW. Energy supply system (1) according to one of claims 7 to 11, characterized in that the plurality of stationary energy generation units (4) and the plurality of energy transmission units (5) are arranged relative to each other and can be operated in a coordinated manner by the at least one control unit (8) such that an airflow generated by a first vehicle (3) is used for energy generation, wherein the electrical energy generated thereby is used for inductive energy transmission to a subsequent second vehicle (3) at a time delay. Energy supply system (1) according to one of claims 7 to 12, characterized in that the at least one control unit (8) is configured to operate the plurality of stationary energy generation units (4) depending on a detected vehicle distance and / or vehicle sequence in such a way that an airflow generated by a preceding vehicle (3) is used in a temporally and spatially optimized manner for energy generation by at least one subsequent energy generation unit (4). Energy supply system (1) according to one of claims 7 to 13, characterized in that the plurality of energy transmission units (5) and the plurality of stationary energy generation units (4) are arranged in decoupled sections of the traffic area (2) and are coordinated by the at least one control unit (8) in such a way that a spatial shift of an energy flow along the traffic area (2) takes place. Energy supply system (1) according to one of the preceding claims, characterized in that the plurality of stationary energy generation units (4) and the plurality of energy transmission units (5) are arranged along the same traffic area (2) in such a way that the generated electrical energy can be supplied locally without feeding into a higher-level power grid directly to the plurality of energy transmission units (5). Energy supply system (1) according to one of the preceding claims, characterized in that the energy supply system (1) is designed to dynamically change an energy flow-optimized allocation of individual energy generation units (4) to specific sections of the traffic area (2) by coupling the plurality of stationary energy generation units (4) with the plurality of energy transmission units (5). Energy supply system (1) according to one of the preceding claims, characterized in that the plurality of stationary energy generation units (4) each have at least one diffuser structure with a conically narrowed inlet and an expanding outlet, wherein a turbine is arranged within a narrowed section. Energy supply system (1) according to one of the preceding claims, characterized in that the plurality of stationary energy generation units (4) are arranged at a distance of 10 m to 50 m along at least one guardrail of the traffic area (2). Energy supply system (1) according to one of the preceding claims, characterized in that the plurality of energy transmission units (5) is arranged in at least one right and / or left lane of the traffic area (2) and each has a length of 1 m to 5 m. Energy supply system (1) according to one of the preceding claims, characterized in that the at least one energy storage device (6) is arranged at regular intervals along the traffic area (2), wherein a distance between two energy storage devices (6) is 0.5 km to 5 km. Energy supply system (1) according to one of the preceding claims, characterized in that the majority of stationary energy generation units (4) are designed to be operated exclusively or predominantly by air currents generated by passing vehicles (3). Energy supply system (1) according to one of the preceding claims, characterized in that the plurality of stationary energy generation units (4) each have a mounting height of 0.3 m to 2 m above the traffic area (2). Energy supply system (1) according to one of the preceding claims, characterized in that the energy supply system (1) is designed as a locally operated, self-contained energy system in which energy generation, energy storage and energy transmission take place spatially along a common section of the traffic area (2). Energy supply system (1) according to one of the preceding claims, characterized in that the plurality of stationary energy generation units (4) have flow-guiding guide elements which are designed to combine air flows from different lanes of the traffic area (2) and concentrate them on at least one common energy generation unit (4). Energy supply system (1) according to one of the preceding claims, characterized in that the energy supply system (1) is configured to make an adaptive allocation between the plurality of stationary energy generation units (4) and the plurality of energy transmission units (5) depending on a driving speed and / or a vehicle class of the vehicles (3), so that the energy flow-optimized operation along the traffic area (2) is realized. Energy supply system (1) according to one of the preceding claims, characterized in that the plurality of stationary energy generation units (4) have fluid-mechanically coupled structures designed to direct and / or enhance the airflow generated by the passing vehicles (3) to subsequent energy generation units (4). Energy supply system (1) according to one of the preceding claims, characterized in that the energy supply system (1) is designed to enable, at least temporarily, grid-independent operation of a section of the traffic area (2) by means of a combination of the plurality of stationary energy generation units (4), the at least one energy storage unit (6) and the plurality of energy transmission units (5).

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