Energy system for supplying a railway infrastructure with electrical energy

Abstract

Energy system (1) for supplying a railway infrastructure with electrical energy, wherein the energy system (1) comprises: - a plurality of wind energy installations (2) arranged along a railway section of the railway infrastructure and in the immediate vicinity of a track of the railway section and designed to generate electrical energy by means of the wind generated by a passing rail vehicle (3), and - a plurality of energy transmission installations (4) coupled to the plurality of wind energy installations (2) and designed to supply the generated electrical energy directly to the railway infrastructure.

Description

Field of invention The invention relates to the field of energy supply for railway infrastructure and lies particularly in the area of ​​decentralized, renewable energy generation along transport routes. The invention deals with the use of air currents generated by rail vehicles for the production of electrical energy and their integration into existing or future energy supply systems for railway networks. In particular, the invention relates to an energy system for supplying railway infrastructure with electrical energy. Background of the invention Most railway infrastructures are powered by centralized energy supply systems, with electrical energy typically provided via overhead lines or conductor rails. These systems require significant infrastructure investment, particularly when electrifying existing lines. Installing overhead lines involves high investment costs, lengthy planning and approval processes, and extensive construction work. Especially on branch lines, in rural areas, or in geographically challenging regions, complete electrification is often only economically or technically feasible to a limited extent. Rail vehicles, especially high-speed trains, generate significant air currents when traveling along tracks. These air currents exhibit high speeds and energy densities in the immediate vicinity of the vehicle. Particularly in areas with limited cross-sections, such as tunnels, the so-called piston effect further intensifies the airflow. Air is compressed in front of the rail vehicle and expanded behind it, creating pronounced pressure and suction phases. These effects lead to locally increased flow velocities, which have so far remained largely untapped. Furthermore, a characteristic of rail transport is that rail vehicles operate along fixed routes according to predetermined timetables. This allows for a comparatively precise prediction of air currents compared to road transport systems. In addition, the infrastructure along railway lines is often already equipped with structural elements such as noise barriers, pylons, tunnels, or technical installations, which are generally suitable for the integration of additional systems. Summary of the invention Against this background, the technical challenge is to provide an energy system that enables the efficient, decentralized, and economical use of airflow generated by rail vehicles, while simultaneously allowing flexible integration into existing rail infrastructure. Furthermore, the energy system should ensure a reliable power supply for both existing electrical systems and new applications, particularly battery-powered rail vehicles. In addition, the energy system should be scalable, modularly expandable, and capable of operating, at least in sections, independently of higher-level power grids. Specifically, the task is solved by an energy system for supplying a railway infrastructure with electrical energy. The energy system comprises a plurality of wind turbines. The majority of these wind turbines are arranged along a section of the railway infrastructure. The majority of the wind turbines are located in the immediate vicinity of a track. The majority of the wind turbines are designed to generate electrical energy from the slipstream of a passing rail vehicle. The majority of the wind turbines can have rotor structures made of metallic materials, in particular aluminum alloys or high-strength steel, and / or fiber-reinforced plastics, in particular glass fiber-reinforced plastic or carbon fiber-reinforced plastic.The majority of wind energy installations can be designed for wind speeds in the range of 1 m / s to 30 m / s, preferably greater than 3 m / s or 5 m / s and / or less than 25 m / s or 20 m / s. The energy system comprises a majority of power transmission devices. The majority of power transmission devices are coupled to the majority of wind energy installations. The majority of power transmission devices are configured to feed the generated electrical energy directly to the rail infrastructure. The majority of power transmission devices can include electrical conductors made of copper, aluminum, or copper-clad aluminum conductors. The majority of power transmission devices can be designed for power ranges from 10 W to 1 MW, preferably greater than 100 W or 1 kW and / or less than 500 kW or 100 kW. The invention has the advantage that a decentralized energy supply can be provided that is directly available on the rail infrastructure and is powered in particular by the wind generated by rail vehicles. The term energy system can refer to a complete technical system designed for the generation, conversion, storage, and distribution of electrical energy. The term rail infrastructure can encompass all fixed installations of a railway network, in particular tracks, sleepers, overhead lines, signaling technology, points, and station structures. The term wind energy device can refer to a device for converting the kinetic energy of an airflow into electrical energy, the conversion preferably occurring via a rotating rotor structure and a generator. The slipstream of a rail vehicle can be an airflow generated by the movement of the rail vehicle relative to the surrounding air, the speed of which is typically in the range of 5 m / s to 20 m / s and can reach values ​​of more than 10 m / s, particularly in the case of high-speed trains.The term "energy transmission equipment" can encompass devices for electrical coupling between energy producers and consumers, in particular rectifiers, inverters, transformers, or power electronic interfaces. The direct supply of electrical energy can mean injection without interposed external power grids or higher-level supply structures. The coupling between the wind energy facility and the energy transmission equipment can be electrical, mechanical, or signal-based, in particular via cable connections, power electronics, or wireless transmission devices. The wind energy installations can each be designed as vertical-axis wind turbines. These turbines can have a rotor axis that is oriented essentially perpendicular to the Earth's surface. The rotor blades can be made of metallic materials or fiber-reinforced plastics. The wind turbines can operate in a power range of 10 W to 50 kW, preferably greater than 100 W or 500 W and / or less than 20 kW or 10 kW. This allows for particularly efficient use of turbulent and directionally variable airflows in the immediate vicinity of rail vehicles. The term vertical-axis wind turbine can refer to a wind energy device whose axis of rotation is essentially vertical and which can be operated regardless of the wind direction. Vertical-axis wind turbines can be designed as Darrieus rotors, Savonius rotors, or as a combined hybrid design. The use of vertical-axis wind turbines can be particularly advantageous because highly variable and turbulent flow conditions often occur in the vicinity of railway vehicles. The rotor blades can have aerodynamically optimized profiles that enable high energy yields even at low start-up speeds. The wind turbines can be located between railway tracks. The wind turbines can be located on noise barriers. The wind turbines can be located on railway infrastructure masts. At least a portion of the wind turbines can be structurally integrated into a railway infrastructure component. This component can be a noise barrier, a tunnel structure, or a mast. Integration can be achieved by embedding the turbines in load-bearing structures made of concrete, steel, or composite materials. The integration can be designed for structure dimensions with heights between 1 m and 10 m, preferably greater than 2 m or 3 m and / or less than 8 m or 6 m. This enables space-saving and infrastructure-integrated energy generation. The term noise barrier can refer to a structural element for reducing noise emissions along transport routes. The term mast can specifically include a support mast for overhead lines or signaling equipment. Structural integration can mean that the wind energy installation is part of the load-bearing or non-load-bearing structure of the building element. The arrangement between tracks can refer to an area located between parallel sets of rails. Integration into tunnel structures can specifically include areas of tunnel portals or tunnel interiors where increased air currents occur. The power transmission equipment can each include a power electronics converter. The power electronics converter can be designed as a solid-state transformer. The power transmission equipment can be configured to feed electrical energy into an overhead contact line network of the rail infrastructure. The power electronics converter can include power semiconductors made of silicon, silicon carbide, or gallium nitride. The power electronics converter can have a DC link voltage in the range of 48 V to 3000 V, for example, greater than 110 V, 400 V, or 750 V and / or less than 1500 V, 2500 V, or 3000 V. This allows the electrical energy generated by the wind energy facilities to be electrically adapted and fed into an existing overhead line network. The term power electronics converter can refer to an electrical device that converts the waveform, voltage level, frequency, and / or phase of electrical energy. The term solid-state transformer can refer to an electronic transformer that provides galvanic isolation and controllable voltage matching using power semiconductors. The overhead line network can comprise an electrical traction power network arranged along the railway line that supplies railway vehicles with electrical energy. Power can be fed into the grid synchronously. This feed-in can include monitoring of voltage, current, frequency, insulation condition, and regenerative capability. The energy system can include at least one energy storage device. The energy storage device can be configured to store electrical energy generated by the wind turbines. The energy storage device can be configured to release the stored electrical energy as needed. The energy storage device can be an electrochemical storage system. The electrochemical storage device can include lithium iron phosphate cells, lithium titanate cells, sodium-ion cells, or redox flow cells. Alternatively or additionally, the energy storage device can be a supercapacitor storage system or a flywheel storage system. The energy storage device can have a storage capacity of 0.5 kWh to 10 MWh, for example, greater than 1 kWh, 10 kWh, or 100 kWh and / or less than 5 MWh, 1 MWh, or 500 kWh. This allows energy generated in short bursts to be temporarily stored and released to consumers of the rail infrastructure at a later time. The term energy storage can refer to a device that stores electrical energy directly or indirectly and makes it available again at a later time. Demand-based release can include release depending on load requirements, a timetable, a state of charge, or a grid situation. The energy storage system can be monitored by a battery management system. This system can evaluate cell voltages, cell temperatures, states of charge, and aging conditions. The energy storage system can be located in a decentralized equipment cabinet, a container, a noise barrier structure, or a station building. The power transmission equipment can be configured to supply electrical energy to charging equipment for battery-powered rail vehicles. The charging equipment can include stationary charging points along the rail line. The charging equipment can be located at stops, stations, depots, or turning facilities. The charging equipment can have wired contacts, conductor rails, pantograph contacts, or inductive coupling devices. The charging equipment can be designed for charging capacities from 10 kW to 5 MW, for example, greater than 50 kW, 250 kW, or 500 kW and / or less than 3 MW, 2 MW, or 1 MW. This allows for a local charging supply for battery-powered rail vehicles without the need for a continuous overhead line. The term battery-powered rail vehicle can refer to a rail vehicle that, at least temporarily, draws electrical traction energy from an onboard energy storage system. The charging device can be a stationary technical unit that transfers electrical energy to the onboard energy storage system. Energy transfer can occur while the vehicle is stationary or moving slowly. An inductive coupling device can comprise a primary coil on the infrastructure and a secondary coil on the rail vehicle. The charging device can be coupled to the energy storage system to provide high charging power for short periods. At least part of the wind energy equipment can be located within a tunnel of the railway line. At least part of the wind energy equipment can be located at a tunnel portal. At least part of the wind energy equipment can be located inside a tunnel. The arrangement within the tunnel can be along an inner tunnel wall, on a tunnel ceiling, or in a ventilation shaft. The wind energy equipment can be designed for increased flow velocities of 5 m / s to 30 m / s, preferably greater than 8 m / s or 10 m / s and / or less than 25 m / s or 20 m / s. The wind energy equipment can have mechanically reinforced rotor structures designed to withstand cyclic pressure loads. This allows the piston effect occurring in tunnels to be used for particularly efficient energy generation. The term tunnel can refer to an underground or covered structure for carrying railway lines. The term tunnel portal can define the entrance or exit area of ​​a tunnel. The piston effect can be the air displacement within the tunnel cross-section caused by the rail vehicle, in which air masses are compressed in front of the vehicle and expanded behind it. The layout within a tunnel can be aerodynamically optimized, particularly in areas of maximum pressure gradients. Wind turbines can be designed to utilize both pressure and suction phases. The wind energy installations can be arranged modularly along the railway line. The modular arrangement can include the repeated installation of identical or functionally equivalent units. The modules can be spaced from 1 m to 500 m apart, preferably at intervals greater than 5 m or 10 m and / or less than 200 m or 100 m. The modules can have standardized mechanical interfaces and electrical connectors. The modules can be delivered pre-assembled and installed on site. Consequently, a scalable and flexibly expandable energy generation structure can be provided. The term modular can describe a design in which a system is composed of individual, repeatable units. The modular arrangement allows for adaptation to different track sections. The modules can be operated independently or controlled in groups. The mechanical interfaces can include screw, plug, or clamp connections. The electrical connection can be made via DC or AC busbars. The energy system may include at least one additional energy generation device. This additional energy generation device may be a photovoltaic system. The photovoltaic system may comprise photovoltaic modules made of monocrystalline silicon, polycrystalline silicon, or thin-film materials. The photovoltaic system may be located along the railway line, on noise barriers, on buildings, or in open areas. The photovoltaic system may have a power output of 100 W to 10 MW, preferably greater than 500 W or 1 kW and / or less than 5 MW or 1 MW. Accordingly, a hybrid energy supply can be implemented that combines several renewable energy sources. The term photovoltaic system can refer to a device for converting solar radiation into electrical energy using photovoltaic effects. Combining several energy generation systems can increase overall availability and smooth out fluctuations in energy production. The additional energy generation system can alternatively or additionally include a small wind turbine, a solar thermal system, or a geothermal system. The coupling can be achieved via direct current (DC) or alternating current (AC) systems. The energy system may include a control unit. This control unit may be configured to manage energy flow within the system. It may be configured to process timetable data, sensor data, or weather data. Furthermore, it may be configured to control the operation of the energy system based on the anticipated passage of a rail vehicle. The control unit may incorporate microprocessors, programmable logic controllers (PLCs), or industrial computers. It may also include communication interfaces such as Ethernet, cellular networks, or radio links. Therefore, a proactive and optimized control of the energy system can be achieved. The term control unit can refer to an electronic device that processes input variables and generates output variables to influence technical processes. Timetable data can include scheduled departure and arrival times of rail vehicles. Sensor data can include readings from flow sensors, position sensors, temperature sensors, or power sensors. Weather data can include wind speed, temperature, air pressure, and precipitation. Expected passage can be based on forecasts derived from timetable data and real-time data. The control unit can use predictive control algorithms to optimize energy flows. The control unit can be configured to activate components of the energy system in advance based on timetable data. The control unit can also be configured to activate components of the energy system in advance based on real-time position data of the rail vehicle. This activation can specifically involve the energy transmission equipment or the energy storage system. The activation can occur with a lead time of 0.5 s to 300 s, preferably greater than 1 s or 5 s and / or less than 120 s or 60 s. The activation can include increasing operational readiness, adjusting the voltage, or providing power. Therefore, improved utilization of short-term air currents can be achieved by preparing system components in a timely manner. The term "real-time position data" can encompass current location information of a rail vehicle, acquired via GPS, radio tracking, track control systems, or axle counters. Advance activation can represent a proactive control strategy, where components are brought to an optimal operating state even before the rail vehicle arrives. Operational readiness can involve electrical, mechanical, or software-based activation. The control unit can use predictive models based on historical and current sensor data for this purpose. The control unit can be configured to selectively switch individual wind energy components on or off. The control unit can be configured to put individual wind energy components into a reduced-drag operating mode. The reduced-drag operating mode can include stopping the rotor movement. The reduced-drag operating mode can include adjusting the rotor blades. The reduced-drag operating mode can include aerodynamic decoupling. This reduces aerodynamic interactions with passing rail vehicles. The term "selective" can refer to the targeted control of individual or grouped wind turbines. The reduced-drag operating mode can describe a state in which the wind turbine has minimal impact on the airflow. Rotor movement can be stopped by mechanical brakes, electromagnetic brakes, or regenerative load control. Rotor blade adjustment can be achieved via actuators that are electrically, hydraulically, or pneumatically operated. Aerodynamic decoupling can reduce turbulence in the immediate vicinity of the rail vehicle. The control unit can be configured to perform predictive modeling of airflows along the railway line based on historical operating data. The control unit can be configured to perform predictive modeling of airflows along the railway line based on machine learning methods. The control unit can be configured to optimize the operation of wind energy facilities based on predictive modeling. The machine learning methods can include neural networks, regression models, or decision trees. Therefore, proactive optimization of energy generation can be achieved by adapting to expected flow conditions. The term "historical operating data" can encompass past measurements of wind speed, power output, vehicle passages, and system states. Predictive modeling can represent a mathematical description of future states based on past and current data. Machine learning methods can be data-driven algorithms that recognize patterns in large datasets. Operational optimization can involve adjusting speed, load, activation time, or operating mode. At least one part of the wind turbine may have an adjustable flow guide. The flow guide may be designed to adapt its geometry depending on the approach of the rail vehicle. The flow guide may be designed to concentrate the airflow generated by the rail vehicle. The flow guide may be designed to direct the airflow onto a rotor structure of the wind turbine. The flow guide may be made of metallic materials, in particular aluminum or steel, and / or polymeric materials. The flow guide may include movable flaps, louvers, or guide surfaces. Therefore, the efficiency of energy conversion can be increased through targeted flow guidance. The term flow guide can refer to a component that influences the path and speed of an airflow. The geometry can be adjusted by actuators that are electrically, hydraulically, or pneumatically operated. Concentrating the airflow can cause a local increase in flow velocity. The rotor structure can be directed towards the airflow to achieve maximum efficiency. The flow guide can be controlled based on sensor data. The power transmission equipment can be configured to feed the electrical energy generated by the wind turbines into different sections of the rail infrastructure, depending on the load. The power transmission equipment can be configured to provide a prioritized supply to time-critical consumers. These time-critical consumers can include signaling equipment and safety-related systems. Prioritized supply can be achieved through load balancing logic, which can be implemented in the control unit. The power transmission equipment can include switching devices, circuit breakers, or semiconductor switches for this purpose. Therefore, a secure and needs-based energy supply can be guaranteed, especially for critical infrastructure elements. The term "load-dependent" can refer to an adjustment of energy distribution based on the current energy demand of individual consumers. The various components of the rail infrastructure can comprise spatially separated sections or functionally separate systems. Signaling technology can include equipment for controlling and securing train traffic. Safety-related equipment can include switch drives, level crossing protection systems, emergency lighting, or communication systems. Prioritized supply can be defined by a hierarchy of consumers. The energy system can be designed to operate, at least partially, autonomously without a connection to a higher-level power grid. Autonomous operation can be achieved through a combination of wind energy facilities and energy storage systems. Autonomous operation can include an island grid structure. Autonomous operation can be maintained for periods ranging from 1 minute to 30 days, preferably longer than 10 minutes or 1 hour and / or shorter than 14 days or 7 days. As a result, an off-grid energy supply can be made possible, especially in remote or non-electrified sections of the route. The term "autonomous" can describe an operating state in which no external energy supply from a higher-level power grid is required. An island grid can be a locally confined electrical network that operates independently. Autonomous operation can be particularly advantageous during grid outages or in remote regions. The stability of the island grid can be ensured by control algorithms of the control unit. At least part of the wind energy installations can be located within a tunnel of the railway line. At least part of the wind energy installations can have a channel structure. The channel structure can be designed to cyclically utilize pressure phases generated by the rail vehicle for energy generation. The channel structure can be designed to cyclically utilize suction phases generated by the rail vehicle for energy generation. The channel structure can have flow-optimized internal surfaces. The channel structure can be made of concrete, metal, or composite materials. The channel structure can have cross-sectional areas of 0.01 m² to 10 m², preferably larger than 0.05 m² or 0.1 m² and / or smaller than 5 m² or 2 m². Accordingly, the periodic pressure and suction flow occurring in the tunnel can be efficiently converted into electrical energy. The channel structure can be a structural guide for airflows, enabling targeted acceleration or redirection of the flow. The pressure phase can be a phase of increased air density and pressure in front of the rail vehicle. The suction phase can be a phase of reduced air pressure behind the rail vehicle. Cyclical use can involve repeated energy recovery with each passage of a rail vehicle. The energy transmission equipment can be configured to transfer electrical energy bidirectionally between the energy storage system and the rail infrastructure. This bidirectional transfer can include feeding energy into the rail infrastructure and feeding it back into the energy storage system. The energy transmission equipment can incorporate inverters with a regenerative braking function for this purpose. The energy transmission equipment can also implement control algorithms for peak load compensation. Therefore, peak loads can be balanced and a stable energy supply can be ensured. The term bidirectional can refer to energy transfer in both directions between two system components. Peak load compensation can include the smoothing of power peaks over time. Feed-in can occur when there is excess energy in the energy system. The energy transfer devices for this purpose can include power semiconductors and control systems. The energy system can be configured to temporarily store short-term energy peaks in the energy storage unit. These energy peaks can be generated by the passage of the same rail vehicle. The energy system can be configured to release the stored energy to consumers in the rail infrastructure in a time-decoupled manner. The energy peaks can have power values ​​from 100 W to 1 MW, preferably greater than 500 W or 1 kW and / or less than 500 kW or 100 kW. In this way, a continuous energy supply can be ensured despite discontinuous energy production. The term "energy peak" can refer to a short-term increase in electrical power. Temporal decoupling can mean a delay between energy generation and consumption. Consumers can operate continuously or intermittently. Energy storage can help smooth power output. The power transmission equipment can be configured to supply electrical energy directly to consumers of the rail infrastructure. This direct supply can occur without intermediate storage in the energy storage system. Direct supply can involve wired power transmission. Direct supply can be achieved via DC or AC connections. The power transmission equipment can include voltage matching units and protective circuits for this purpose. Direct supply can be implemented for power ranges from 10 W to 1 MW, preferably greater than 100 W or 1 kW and / or less than 500 kW or 100 kW. This allows for a low-loss and immediate supply to consumers. The term "direct supply" can refer to energy transmission without intermediate storage or buffer facilities. Consumers of the rail infrastructure can include lighting systems, control systems, switch drives, or communication systems. Conducted energy transmission can occur via cables, conductor rails, or busbars. Protection circuits can include overcurrent protection, overvoltage protection, and short-circuit protection. The wind energy systems can each be coupled with a detection device. The detection device can be configured to detect the approach of a rail vehicle. Depending on the detected approach, the wind energy systems can be switched to a power generation mode in a time-synchronized manner. The detection device can comprise optical sensors, acoustic sensors, vibration sensors, or electromagnetic sensors. The detection device can detect distances from 1 m to 5000 m, preferably greater than 10 m or 50 m and / or less than 2000 m or 1000 m. This allows for targeted activation of wind energy facilities depending on the actual approach of a rail vehicle. The term detection device can refer to a sensor device that detects physical quantities and converts them into electrical signals. Approach can represent a reduction in the distance between the rail vehicle and the wind turbine. Energy generation mode can be an operating state in which the wind turbine actively generates electrical energy. Time synchronization can involve coordinating multiple wind turbines to activate at the same time. At least part of the wind energy installation can comprise multiple turbine modules spaced apart along the railway line. The turbine modules can be fluidically coupled. This fluidic coupling can cause an airflow generated by a rail vehicle to cascade through several turbine modules. The turbine modules can be mechanically connected or arranged independently. The turbine modules can be spaced from 0.1 m to 50 m apart, preferably greater than 0.5 m or 1 m and / or less than 20 m or 10 m. This allows the energy contained in the airflow to be used multiple times and increases overall efficiency. The term turbine module can refer to a single functional unit of a wind energy system. Fluid dynamic coupling can involve the targeted guidance of airflow between multiple modules. Cascaded guidance can mean that the airflow drives several turbines sequentially. The mechanical connection can include rigid or flexible connecting elements. At least some wind energy equipment may include flow-guiding elements. These elements may be designed to direct the airflow generated by the rail vehicle onto a turbine. The flow-guiding elements may include guide vanes, diffusers, or nozzles. They may be made of metal, plastic, or composite materials. The flow-guiding elements may be adjustable or fixed. This allows for targeted flow guidance and thus increased energy yield. The term "flow-guiding elements" can refer to components that influence the course of an airflow. Targeted guidance can include redirecting, accelerating, or focusing the airflow. Flow-guiding elements can be used in combination with flow control devices. Their adjustability allows them to adapt to different operating conditions. The power transmission equipment can be configured to perform grid-synchronous feed-in into an overhead line network, taking into account voltage, frequency, and phase angle. For this purpose, the power transmission equipment can include synchronization units. These synchronization units can incorporate measurement modules for recording electrical network parameters. The power transmission equipment can implement control algorithms for adjusting the feed-in parameters. This ensures a stable and compatible feed-in into existing power grids. The term "grid-synchronized" can refer to a power supply where the injected electrical energy matches the existing grid in terms of voltage, frequency, and phase. The synchronization unit can be a device that continuously monitors and adjusts these parameters. The control algorithms can include digital signal processing and feedback mechanisms. At least some wind energy installations may feature an adaptive rotor structure. The aerodynamic properties of the rotor structure may be adjustable depending on the speed of a passing rail vehicle. The rotor structure may also be adjustable depending on the design of the passing rail vehicle. It may include adjustable rotor blades or flexible structures. The rotor structure may be made of metallic materials or fiber-reinforced plastics. This allows for optimal adaptation of energy generation to different operating conditions. The term adaptive rotor structure can refer to a rotor arrangement whose geometric or aerodynamic properties can be modified. This adaptation can be achieved through mechanical adjustment, material deformation, or active control. The design of the rail vehicle can include parameters such as vehicle length, frontal area, or speed. This adaptation can enable the maximization of efficiency. The energy system can be designed to reduce the aerodynamic drag of a rail vehicle by selectively influencing the airflow generated by the vehicle. This influence can be achieved using wind energy devices. It can also be achieved using associated flow-guiding devices. The reduction of aerodynamic drag can be accomplished by deflecting, smoothing, or accelerating the airflow. Therefore, the energy consumption of the rail vehicle can be reduced. The term aerodynamic drag can describe a force that opposes the movement of a body through a fluid. Targeted manipulation of airflow can include reducing turbulence or pressure differences. Deflection can change the direction of flow. Smoothing can involve reducing vortex formation. The wind energy facilities and the energy transmission facilities can be grouped into distributed energy cells. Each energy cell can be configured to form a self-sufficient subnetwork of the rail infrastructure in sections. The energy cells can be decoupled from a higher-level power grid. Each energy cell can have a local control unit. A decentralized and flexible energy supply can be implemented in the form of independent subnetworks. The term energy cell can refer to a local unit for energy generation, storage, and distribution. The subnetwork can be an electrically isolated area within the rail infrastructure. Decoupling can be achieved through switching devices. The local control unit can enable autonomous control within the energy cell. The energy transmission devices can be configured to transfer the electrical energy generated by the wind turbines directly to an onboard energy storage device of the rail vehicle, synchronized with the passage of the rail vehicle. The transmission can be contact-based. The transmission can be contactless. The contactless transmission can be inductive or capacitive. The transmission can take place while the vehicle is moving or stationary. The transmission can cover power levels from 1 kW to 5 MW, preferably greater than 10 kW or 100 kW and / or less than 3 MW or 1 MW. Therefore, direct energy transfer to the rail vehicle can be enabled, thereby reducing the need for external charging infrastructure. The term "onboard energy storage" can refer to an energy storage system integrated into a rail vehicle. Time synchronization can involve coordinating energy transfer with the vehicle's passage. Contactless transfer can occur via electromagnetic fields. Contact-based transfer can be achieved through pantographs, sliding contacts, or conductor rails. Energy transfer during travel can represent a dynamic charging function. The wind energy installations can each have an integrated sensor node. The sensor node can include at least one vibration sensor. The sensor node can include at least one temperature sensor. The sensor node can include at least one rotational speed sensor. The sensor node can include at least one sensor for detecting electrical output power. The sensor node can include a microcontroller. The microcontroller can be configured to perform a local state analysis of the wind energy installation. The microcontroller can be configured to execute a trained model. The trained model can, in particular, include a neural network. The neural network can be configured to detect anomalies in the operational behavior of the wind energy installation. The sensor node can be configured to transmit only aggregated state data. The sensor node can be configured to transmit detected anomaly events.The sensor node can be configured to exchange data with neighboring sensor nodes. This data exchange can be used to check the plausibility of the measurement data. This enables scalable and cost-effective condition monitoring of a large number of wind energy facilities. The sensor node can be implemented as an edge computing unit. Local condition analysis can include preprocessing, classification, and decision logic. Data compression can reduce the data volume by several orders of magnitude. Plausibility checks can be based on the assumption that neighboring wind energy installations are exposed to comparable flow conditions. The sensor node can be configured to classify vibration patterns in bearing elements. Based on this classification, the sensor node can differentiate between normal operation, wear conditions, and fault conditions. The sensor node can be configured to generate an event signal only when defined thresholds are exceeded. The sensor node can be configured to perform a local prediction of the wind energy installation's failure time. The sensor nodes can be interconnected via a wireless communication network. This communication network can be a LoRaWAN network, a mesh network, or a sub-GHz radio network. In tunnel areas, data transmission can occur via a power line. The power line can be used for both power transmission and data communication. Multiple sensor nodes can be connected to a common gateway. This gateway can be configured to aggregate status data and transmit prioritized event messages to a central control center. Transmission can occur via an internal railway communication network, specifically via a GSM-R network or a future FRMCS communication system. This ensures robust and reliable communication even in areas with challenging infrastructure, such as tunnels. Power line communication can refer to data transmission over electrical wires. A mesh network can comprise a self-organizing network structure. A communication network can have redundant transmission paths. Wind turbines can have rotor blades. The rotor blades can be designed as a multi-layered sandwich structure. The sandwich structure can include an outer skin layer. The sandwich structure can include a honeycomb core. The sandwich structure can include an inner skin layer. The honeycomb core can have a varying honeycomb density along a chord line. The rotor blades can be manufactured using additive manufacturing. The rotor blades can have a helical rotor structure. The helix angle can be between 30° and 60°. This allows for an optimized combination of mechanical stability, weight savings, and aerodynamic efficiency. The outer skin layer can have hydrophobic properties. The outer skin layer can be made of polymeric materials, in particular PETG, ASA, or PA12. The honeycomb core can be made of fiber-reinforced materials, in particular carbon fiber-reinforced polyamide or glass fiber-reinforced polyamide. The rotor blades can be manufactured in a single additive manufacturing process. Manufacturing can be carried out using a multi-chamber printhead or a core-shell printing strategy. The honeycomb core can act as a load-bearing structure. Varying the honeycomb density allows for adaptation to different load zones. Additive manufacturing can enable the production of complex geometries that are not feasible with conventional methods. A reduced honeycomb density can be provided in the leading edge area. A medium honeycomb density can be provided in the middle section of the rotor.In the area of ​​an outflow edge, an increased honeycomb density may be provided. Wind turbines located within a tunnel may have adjustable rotor blade geometry. This geometry can be adapted to different flow velocities. The turbines may be housed within a flow-guiding diffuser structure. This diffuser structure may be designed to accelerate the airflow or to focus the airflow onto the rotor. This allows the increased flow energy occurring in the tunnel to be used efficiently. The adjustable rotor blade geometry can include an adjustment of the angle of attack. The diffuser structure can have a funnel-shaped geometry. The piston effect can lead to increased air velocities. The adjustment of the rotor blade geometry can be based on timetable data. The adjustment can also be based on the detection of an approaching rail vehicle. The adjustment can be made in real time. The photovoltaic system can include bifacial photovoltaic modules. The photovoltaic modules can be arranged horizontally. The photovoltaic modules can be arranged vertically. The photovoltaic modules can be located in a safety zone along the railway line. The photovoltaic modules can have an installed capacity of at least 500 kWp per kilometer of track. The bifacial photovoltaic modules can utilize back-side energy generation by reflecting off the ballast of the railway line. The ballast can have an albedo value between 0.3 and 0.4. This allows the energy yield to be increased by utilizing reflected radiation. Bifacial modules can have active surfaces on both sides. A vertical arrangement allows for an east-west orientation. Combining different orientations can create an expanded generation profile. The sensor nodes can be configured to perform decentralized control. The sensor nodes can make local operational decisions. The energy system can be configured to operate autonomously in the event of a central control unit failure. The sensor nodes can be configured to execute a distributed consensus algorithm. The consensus algorithm can include load balancing among energy storage devices. The consensus algorithm can include coordination of power feed-in. The consensus algorithm can perform automatic system reconfiguration in the event of individual sensor node failure. This allows for high system resilience and operational reliability. Decentralized control can be implemented as swarm control. Local decisions can include load balancing, activation, or throttling. Autonomy can be maintained for several hours or days. At least part of the wind energy equipment can be mounted on an overhead line mast. The wind energy equipment can be attached using a vibration-isolated mounting system. This allows existing infrastructure to be used without compromising its structural integrity. The vibration-isolated bracket can include elastomer bearings. The bracket can dampen resonant vibrations. The vibration-isolated bracket can incorporate elastomer bearings. The elastomer bearings can have a natural frequency in the range of 5 Hz to 25 Hz. The bracket can be designed to prevent resonant coupling with vibrations generated by current collectors. The energy system may include a piezoelectric energy harvesting device. The piezoelectric energy harvesting device may be configured to convert mechanical loads into electrical energy. The energy system may also include a thermoelectric energy harvesting device. The thermoelectric energy harvesting device may be configured to convert thermal energy into electrical energy. This can increase the overall efficiency of the energy system by using additional energy sources. Piezoelectric materials can directly convert mechanical energy into electrical energy. Thermoelectric generators can utilize temperature differences. The thermoelectric energy harvesting device can be located in a braking section of the track. The thermoelectric energy harvesting device can be activated based on timetable data. The piezoelectric energy harvesting device can comprise multiple piezoelectric transducer modules. The transducer modules can be electrically connected to form strings. The strings can incorporate maximum power point tracking (MPPT) control. The generated electrical signals can also be used for condition monitoring of railway sleepers. The rotor blades may be equipped with an electrostatic cleaning system. This system may operate with a pulsating electrical voltage in the range of 5 kV to 15 kV. The cleaning process may be performed at a frequency between 50 Hz and 200 Hz and at periodic intervals. This can reduce contamination and maintain performance in the long term. Cleaning can be achieved using electric fields. The cleaning process can be activated periodically. The wind energy installations can be connected to a support structure via a detachable quick-connect coupling. The quick-connect coupling can include a locking device. This ensures fast maintenance and safe operation. The quick-connect fitting can be designed as a bayonet lock. A safety device can prevent operation in case of incorrect assembly. The quick-connect fitting can include automatic electrical contacting. The quick-connect fitting can include automatic system detection of the connected wind energy device. The quick-connect fitting can have an integrated circuit breaker. The energy system may include a hydrogen production facility. This allows excess energy to be stored. Hydrogen can be produced by electrolysis. The hydrogen can be stored or used further. The hydrogen production facility can be designed as an electrolyzer. Hydrogen production can be dependent on the charge level of an energy storage device. Hydrogen production can be activated when a predefined threshold is exceeded. The energy transmission devices can be designed to transfer electrical energy bidirectionally between an on-board energy storage device of a rail vehicle and the rail infrastructure. This allows for flexible use of energy storage systems. Bidirectional energy transfer can incorporate a vehicle-to-grid (V2G) concept. Energy can be both absorbed and released. This bidirectional energy transfer can be dependent on the charge level of the onboard energy storage system. The energy transfer can be controlled to ensure the rail vehicle is always ready to operate. 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 embodiments, which are not to be understood as restrictive, 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 representation of an energy system for supplying a railway infrastructure with electrical energy. Detailed description of the embodiments Fig. 1 shows a schematic representation of an energy system for supplying a railway infrastructure with electrical energy. The energy system as a whole is labelled with the reference numeral 1. The energy system 1 comprises a plurality of wind turbines 2. The wind turbines 2 are arranged along a railway line. The wind turbines 2 are positioned in the immediate vicinity of a track of the railway line. The immediate vicinity of the track is explicitly marked in Fig. 1 and describes an area directly adjacent to the track bed where particularly high airflow velocities occur due to a passing rail vehicle. The wind turbines 2 are each mounted on masts and have rotor structures designed to convert the wind generated by the rail vehicle's movement into electrical energy. A rail vehicle is represented by reference numeral 3. The rail vehicle 3 moves along the track and generates an airflow during its journey, which is used by the wind energy devices 2. The rail vehicle 3 can be designed, in particular, as an electrically powered or battery-powered rail vehicle. The wind turbines 2 are each coupled to power transmission units 4. The power transmission units 4 are schematically represented as power electronic units in Fig. 1. The power transmission units 4 are designed to condition the electrical energy generated by the wind turbines 2 and transmit it to other components of the energy system 1. The power transmission units 4 may, in particular, include power electronic converters that enable adjustment of voltage, current, frequency, and phase. The energy transmission equipment 4 is electrically interconnected and feeds the generated electrical energy into a common energy distribution network. This energy distribution network is coupled to the rail infrastructure. As shown in the illustration, the rail infrastructure comprises an overhead contact line network, signaling equipment, lighting, and other consumers. These consumers are symbolically represented in Fig. 1 and illustrate the different loads that can be supplied by the energy system 1. Energy system 1 also includes an energy storage device 5. The energy storage device 5 is represented as a battery storage device and serves to store the electrical energy generated by the wind energy facilities 2. The energy storage device 5 is connected to the energy distribution network and can absorb electrical energy and release it again as needed. Furthermore, the energy system 1 includes an additional energy generation device 6. This additional energy generation device 6 is shown in Fig. 1 as a photovoltaic system. The photovoltaic system can convert solar energy into electrical energy and feed it into the energy system 1. Additionally, a control unit 7 is provided. The control unit 7 is connected to the energy distribution network and to other components of the energy system. The control unit 7 is designed to control and regulate the energy flow within the energy system 1. In particular, the control unit 7 can process data on the approach of the rail vehicle 3, the current energy demand, and the state of charge of the energy storage device 5. The energy system 1 is further connected to charging equipment for battery-powered rail vehicles. This charging equipment is shown as a separate unit in Fig. 1 and serves to transfer electrical energy directly to the on-board energy storage system of a rail vehicle. The connection between the control unit 7 and the charging equipment is shown with a dashed line and illustrates a signal coupling for controlling the charging processes. The solid lines shown in Fig. 1 represent electrical energy connections between the individual components of the energy system 1. The dashed lines represent signal connections or control connections between the control unit 7 and other components. Fig. 1 illustrates an overall modular energy system in which wind energy installations 2 arranged along a railway line are coupled via energy transmission devices 4 to an energy distribution network, which includes an energy storage 5, a further energy generation device 6 as well as a control and regulation unit 7 and enables the supply of various consumers of the railway infrastructure as well as charging facilities for battery-powered rail vehicles. 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 system 2 Wind energy plant 3 Rail vehicle 4 Energy transmission plant 5 Energy storage 6 Other energy generation plant 7 Control and regulation unit

Claims

Energy system (1) for supplying a railway infrastructure with electrical energy, wherein the energy system (1) comprises: - a plurality of wind energy installations (2) arranged along a railway section of the railway infrastructure and in the immediate vicinity of a track of the railway section and designed to generate electrical energy by means of the wind generated by a passing rail vehicle (3), and - a plurality of energy transmission installations (4) coupled to the plurality of wind energy installations (2) and designed to supply the generated electrical energy directly to the railway infrastructure. Energy system (1) according to claim 1, characterized in that the wind energy devices (2) are each designed as vertical axis wind turbines. Energy system (1) according to claim 1 or 2, characterized in that the wind energy devices (2) are arranged between tracks, on noise barriers and / or on masts of the railway infrastructure, and / or at least a part of the wind energy devices (2) is structurally integrated into a component of the railway infrastructure, in particular a noise barrier, a tunnel structure or a mast. Energy system (1) according to one of the preceding claims, characterized in that the energy transmission devices (4) each have a power electronics converter, in particular a solid-state transformer, and are designed to feed electrical energy into an overhead line network of the rail infrastructure. Energy system (1) according to one of the preceding claims, characterized in that the energy system (1) has at least one energy storage device (5) which is configured to store electrical energy generated by the wind energy devices (2) and to release it as required. Energy system (1) according to one of the preceding claims, characterized in that the energy transmission devices (4) are configured to provide electrical energy to charging devices for battery-powered rail vehicles (3). Energy system (1) according to one of the preceding claims, characterized in that at least a part of the wind energy devices (2) is arranged in the area of ​​a tunnel of the railway line, in particular at a tunnel portal and / or inside a tunnel. Energy system (1) according to one of the preceding claims, characterized in that the wind energy devices (2) are arranged modularly along the railway line. Energy system (1) according to one of the preceding claims, characterized in that the energy system (1) comprises at least one further energy generation device (6), in particular a photovoltaic device. Energy system (1) according to one of the preceding claims, characterized in that the energy system (1) has a control unit (7) configured to control an energy flow within the energy system (1), the control unit (7) configured to process timetable data, sensor data and / or weather data, and the control unit (7) configured to control the operation of the energy system (1) depending on an expected passage of the rail vehicle (3). Energy system (1) according to claim 10, characterized in that the control unit (7) is configured to perform a time-advance activation of components of the energy system (1), in particular the energy transmission devices (4) and / or the energy storage device (5), on the basis of timetable data and / or real-time position data of the rail vehicle (3), in order to utilize short-term air currents generated by the rail vehicle (3) with increased efficiency for energy generation. Energy system (1) according to claim 10 or 11, characterized in that the control unit (7) is configured to selectively switch individual wind energy devices (2) on or off or to put them into an operating mode with reduced resistance in order to minimize aerodynamic interactions with passing rail vehicles (3). Energy system (1) according to one of claims 10 to 12, characterized in that the control unit (7) is designed to perform a predictive modeling of air flows along the railway line on the basis of historical operating data and / or machine learning methods and to optimize the operation of the wind energy facilities (2) on the basis of this. Energy system (1) according to one of the preceding claims, characterized in that at least a part of the wind energy devices (2) has an adjustable flow guide device which is designed to adapt its geometry depending on an approach of the rail vehicle (3) in such a way that the wind generated by the rail vehicle (3) is concentrated in a targeted manner and directed onto a rotor structure of the wind energy device (2). Energy system (1) according to one of the preceding claims, characterized in that the energy transmission devices (4) are designed to feed the electrical energy generated by the wind energy devices (2) into different sub-areas of the rail infrastructure depending on the load, and to provide a prioritized supply to time-critical consumers, in particular signaling technology and / or safety-relevant equipment. Energy system (1) according to one of the preceding claims, characterized in that the energy system (1) is designed to be operated at least partially autonomously without connection to a higher-level power grid. Energy system (1) according to one of the preceding claims, characterized in that at least a part of the wind energy devices (2) is arranged within a tunnel of the railway line and has a channel structure designed to cyclically utilize pressure and suction phases of a piston effect generated by the rail vehicle (3) for energy generation. Energy system (1) according to one of the preceding claims, characterized in that the energy transmission devices (4) are designed to transmit electrical energy bidirectionally between the energy storage device (5) and the rail infrastructure in order to balance load peaks and to enable a grid-independent supply section by section. Energy system (1) according to one of the preceding claims, characterized in that the energy system (1) is designed to temporarily store energy peaks generated by the passage of one and the same rail vehicle (3) in the energy storage device (5) and to release them to consumers of the rail infrastructure in a time-decoupled manner. Energy system (1) according to one of the preceding claims, characterized in that the energy transmission devices (4) are designed to provide electrical energy directly to consumers of the rail infrastructure. Energy system (1) according to one of the preceding claims, characterized in that the wind energy devices (2) are each coupled with a detection device which is configured to detect an approach of a rail vehicle (3), and the wind energy devices (2) are switched to an energy generation mode in a time-synchronized manner depending on this. Energy system (1) according to one of the preceding claims, characterized in that at least a part of the wind energy devices (2) comprises a plurality of turbine modules arranged at intervals along the railway line, which are fluidically coupled, so that an airflow generated by a rail vehicle (3) is guided cascade-like through several turbine modules. Energy system (1) according to one of the preceding claims, characterized in that at least a part of the wind energy devices (2) has flow-guiding elements designed to direct the airflow generated by the rail vehicle (3) specifically onto a turbine. Energy system (1) according to one of the preceding claims, characterized in that the energy transmission devices (4) are designed to carry out a grid-synchronous feed-in into an overhead line network taking into account voltage, frequency and phase angle. Energy system (1) according to one of the preceding claims, characterized in that at least a part of the wind energy devices (2) has an adaptive rotor structure whose aerodynamic properties are adjustable depending on a speed and / or a design of the passing rail vehicle (3). Energy system (1) according to one of the preceding claims, characterized in that the energy system (1) is designed to reduce the aerodynamic resistance of the rail vehicle (3) by selectively influencing air flows generated by a rail vehicle (3) by means of at least one wind energy device (2) and / or associated flow guide devices. Energy system (1) according to one of the preceding claims, characterized in that the wind energy facilities (2) and the energy transmission facilities (4) are grouped into distributed energy cells, each of which is designed to form a section-wise self-sufficient subnetwork of the rail infrastructure that can be decoupled from a higher-level power grid. Energy system (1) according to one of the preceding claims, characterized in that the energy transmission devices (4) are designed to transmit the electrical energy generated by the wind energy devices (2) directly to an on-board energy storage device of the rail vehicle (3) by contact or contactlessly, synchronized with the passage of the rail vehicle (3). Energy system (1) according to one of the preceding claims, characterized in that each wind energy device (2) has an integrated sensor node with at least one vibration sensor, one temperature sensor, one speed sensor and one sensor for detecting an electrical output power as well as a microcontroller, the microcontroller is configured to perform a local state analysis using a trained model, in particular a neural network, and the sensor node is configured to transmit exclusively condensed state data and / or detected anomaly events to a higher-level unit and / or to exchange data with sensor nodes of neighboring wind energy devices (2) for plausibility checks. Energy system (1) according to claim 29, characterized in that the sensor nodes are interconnected via a wireless communication network, in particular a LoRaWAN, mesh or comparable radio network, and / or data transmission takes place in tunnel areas via a power supply line using power line communication. Energy system (1) according to one of the preceding claims, characterized in that the wind energy devices (2) have rotor blades which are designed as a multi-layered sandwich structure with an outer skin layer, a honeycomb core and an inner skin layer, the honeycomb core has a varying honeycomb density along a profile chord, and the rotor blades are preferably manufactured by additive manufacturing and / or have a helical rotor structure with a helix angle between 30° and 60°. Energy system (1) according to claim 7 or 17, characterized in that the wind energy devices (2) arranged in the area of ​​a tunnel have an adjustable rotor blade geometry adapted to different flow velocities and / or are arranged in a flow-guiding diffuser or funnel structure. Energy system (1) according to claim 9, characterized in that the photovoltaic device comprises bifacial photovoltaic modules which are arranged horizontally and / or vertically. Energy system (1) according to claim 29 or 30, characterized in that the sensor nodes are configured to perform decentralized control and to make local operating decisions, and the energy system (1) is configured to operate autonomously for a predetermined period in the event of failure of a central control unit. Energy system (1) according to claim 3, characterized in that at least one part of the wind energy devices (2) is arranged on an overhead line mast and is attached via a vibration-decoupled mounting. Energy system (1) according to one of the preceding claims, characterized in that the energy system (1) additionally comprises at least one piezoelectric energy generation device for converting mechanical loads of railway sleepers and / or at least one thermoelectric energy generation device for converting braking heat of a rail vehicle (3) into electrical energy. Energy system (1) according to claim 31, characterized in that the rotor blades have an electrostatic cleaning device. Energy system (1) according to one of the preceding claims, characterized in that the wind energy devices (2) are connected to a support structure via a detachable quick connection, and the quick connection has a safety device that prevents operation in the event of an incomplete connection. Energy system (1) according to one of the preceding claims, characterized in that the energy system (1) comprises a hydrogen generation device. Energy system (1) according to claim 6 or 28, characterized in that the energy transmission devices (4) are designed to transmit electrical energy bidirectionally between the on-board energy storage of a rail vehicle (3) and the rail infrastructure.

Images