WO2023057507A2

WO2023057507A2 - Photovoltaic system for traffic routes

Info

Publication number: WO2023057507A2
Application number: PCT/EP2022/077689
Authority: WO
Inventors: Peter Hakenberg
Original assignee: Paxos Consulting & Engineering GmbH & Co. KG
Priority date: 2021-10-05
Filing date: 2022-10-05
Publication date: 2023-04-13
Also published as: WO2023057507A3

Abstract

The present invention relates to a system (1) for installing and adjusting photovoltaic panels (2) over traffic routes, in particular over asphalted roads or freeways (3), comprising photovoltaic panels (2) for generating electric current from solar radiation, and a basic structure (4) adjacent to the traffic route, said basic structure (4) comprising at least vertical supports (5), which extend upwards from a base plane (E) defined by the traffic route, and transverse supports (6), which are disposed above the base plane (E) and extend transversely over the traffic route, and said photovoltaic panels (2) being connected to the basic structure (4) so as to be pivotable about an axis of rotation (R). The invention further relates to a method for installing photovoltaic panels (2) over traffic routes, a traffic noise abatement apparatus, a method for providing an escape route in a traffic noise abatement apparatus, as well as a crash barrier (21) for providing an escape route from a traffic route into a safety zone (26) provided alongside the traffic route.

Description

Photovoltaic system for traffic routes

The present invention relates to a system for mounting and adjusting photovoltaic panels over traffic routes. Furthermore, the invention relates to a method for installing photovoltaic panels over traffic routes, in particular over asphalted roads or motorways, in particular with an aforementioned system. The invention also relates to a traffic route noise protection device, in particular a traffic route canopy device, and also a method for providing an escape route in such a traffic route noise protection device, in particular in such a traffic route canopy device. Finally, the invention relates to a crash barrier system for providing an escape route, in particular in an aforementioned system and/or in an aforementioned traffic route noise protection device.

Against the background of the energy transition, it is becoming increasingly important to give renewable energies more space in the energy supply. Basically, photovoltaic technology is a proven technology for generating electrical power from renewable energy sources. However, one problem is that the space available, ie the free areas, for photovoltaic panels is becoming increasingly limited or is also difficult to build on, and the installation of photovoltaic panels is therefore associated with very high costs.

Against this background, the object of the present invention is to provide an inexpensive system for photovoltaic panels which can be used in a space-saving manner. Furthermore, it is an object of the present invention to provide a favorable method for installing photovoltaic panels over traffic routes. Furthermore, it is an object of the present invention to provide a traffic route noise protection device that provides renewable energy and is at the same time roadworthy. Furthermore, an object of the invention is to provide a safe method for providing an escape route in a traffic route noise protection device that provides renewable energies, in particular in a traffic route canopy device. Finally, an object of the invention is a crash barrier system with the possibility of a safe and simple escape route, in particular in an aforementioned system and/or in an aforementioned traffic route noise protection device.

The object is solved by a system with the features of claim 1. With regard to an installation method, the object is solved by a method for installing photovoltaic panels over traffic routes, in particular over asphalted roads or motorways, with the features of claim 12. With regard to a traffic route noise protection device, the object is achieved by a traffic route noise protection device, in particular a traffic route canopy device with the features of claim 13 . With regard to a method for venting a traffic route noise protection device, the object is achieved by a method for venting a traffic route noise protection device, in particular a traffic route canopy device, with the features of claim 14 . With regard to a crash barrier system, the object is achieved by a crash barrier system for providing an escape route with the features of claim 15.

Advantageous developments of the invention can be found in the dependent claims, the following description and in particular the description of the figures.

It is essential that the proposed system uses already existing, fundamentally available areas, namely traffic routes, to install photovoltaic panels. The design and assembly work required to install the system is very low. The already existing foundation of the traffic routes can be used and the installation and, above all, subsequent maintenance can also be carried out without interrupting road traffic. A central aspect of the invention is that the photovoltaic panels can be easily adjusted in terms of their alignment to the specific situation in road traffic, such as in the case of a traffic accident ("lightning smoke" in the event of a fire) or extreme weather conditions (due to snow load on the roof of the system) can be necessary. ventilation and the provision of escape routes, as well as freeing the system from snow loads.

In principle, it can be preferable for snow falling on the photovoltaic panels to slide off as a whole unit towards the edge of the traffic route due to the inclined position of the photovoltaic panels, as a result of which the photovoltaic panels remain free of snow and in particular the traffic route also remains free of snow remains. The danger to road traffic from snowfall can be reduced. In addition, however, provision can be made for a cleaning caterpillar to be present in the system, which runs down the top side of the photovoltaic panels in order to free them from any snow loads. Only in the event of extreme snowfall, for example, can the photovoltaic panels, which can be pivoted about the axis of rotation, be tilted in order to free a heavy snow load from the top. It should be noted that traffic will not be affected. Such measures can be carried out more safely, for example, on a road that is currently not being traveled on or on a roadway that is at least partially closed to traffic. For example, a snow load can also be dropped in a targeted manner onto a roadway that is closed for a short time, which roadway is then cleared in a targeted manner by a clearing vehicle or the like. A similar protection for the traffic routes and thus the traffic is provided by the system in that less dirt (e.g. mud, leaves, etc.) can collect on the roadway. Should such dirt accumulate on the upper side of the photovoltaic panels, the cleaning bead mentioned can advantageously also serve to remove dirt, so that the actual main function of the photovoltaic panels, namely the generation of electrical current, can be effectively fulfilled again.

The present invention thus provides a photovoltaic system for connecting to traffic routes, specifically, for example, for building over roads or motorways. In this respect, the system provided for the assembly and adjustment of photovoltaic panels can also be called a solar traffic route element (abbreviated: SVE).

One advantage of the proposed system is that, in principle, areas can be used multiple times (for road traffic and electricity generation). These are even areas that are already sealed, namely roads that have been concreted over, so that the effort required to set up the system is significantly reduced. In addition, the asphalt is protected from environmental influences such as precipitation, overheating and snow, so that it has a longer service life. Finally, the system also contributes to noise protection from road traffic.

The already mentioned protection of the traffic routes provided by the system is expressed in particular in the fact that the traffic routes are less exposed to the weather conditions and can have a longer service life. Thus, protection against precipitation includes the snow protection described. Furthermore, the previously unprotected traffic route can be protected by the system in such a way that the traffic route is protected from excessive water influence in the event of heavy rain events, such as downpours. Traffic safety can also be increased as a result, since aquaplaning, for example, is reduced.

This and the previously described protection can also be flexibly provided depending on the situation due to the possibility of pivoting the photovoltaic panels around the axis of rotation. In this way, it is possible to react as required to the current weather situation or, if necessary, also to the traffic situation and, for example, photovoltaic panels can be spontaneously moved to a more closed position for better protection of the traffic route. In contrast to an open position (or open state) of the photovoltaic panels, a closed position (or also closed state) is to be understood here as meaning that the photovoltaic panels covering the traffic route (or also laterally adjoining that traffic route) in the closed position provide no or the smallest possible through-opening from the environment to the traffic route, while in the open position the through-openings resulting from the position of the photovoltaic panels provide a maximum opening width. The term "closed position" means a "less open position" in contrast to a "more open position". If photovoltaic panels are intended for lateral delimitation as a kind of side wall of a tunnel system, the adjustability, i.e. the possibility , to pivot the photovoltaic panels around the axis of rotation, can also react spontaneously to strong winds, for example strong side winds and the danger to road traffic resulting from the influence of crosswinds can be reduced as required.

Another advantage of the flexible system is that heat reduction can be provided both for the traffic route protected by the system and for road users. In particular, in strong sunlight, the temperature below the system, which provides shade for the traffic route located under the photovoltaic panels and the road users there, is lower compared to if the system were not present. This is particularly advantageous in situations of increased traffic volume, for example in a traffic jam. The resulting lower temperatures on the traffic route also lead to less use of air conditioning and thus also improve the ecological balance, for example resulting from lower CO2 emissions.

In principle, it is also advantageous that a flow of fresh air and also a flow of exhaust air can be adjusted continuously, precisely because of the possibility of pivoting the photovoltaic panels. The situation prevailing in the system on the traffic route with regard to the air conditions can thus always be adapted to the current traffic conditions.

In principle, many of the advantages mentioned can be achieved in that the photovoltaic panels are set up to be pivotable between a closed state and an open state.

According to a preferred embodiment, it is provided that the photovoltaic panels are arranged on the upper side of the system. It is particularly advantageous to ensure that the traffic route and the road users are protected from the environmental influences that often act from above, and at the same time the yield of the power generation can be maximized.

Provision is preferably made for the axis of rotation of the photovoltaic panels to run transversely to a longitudinal direction of the traffic route. The longitudinal direction of the traffic route regularly corresponds to the direction of travel of road users. The rotating components of the system can then be particularly advantageous from the side edge of the traffic route from down to the middle of the traffic route or extend approximately the other, opposite side edge of the traffic route and thus regularly have a shorter extent, compared to if the axis of rotation would extend along the traffic route.

According to a preferred embodiment, it is provided that the photovoltaic panels arranged on the upper side of the system are arranged with a gradient falling towards a side edge of the traffic route, in particular from a center of the traffic route to the side edge of the traffic route. This can advantageously be implemented in that a lateral vertical support is larger or higher, ie has a longer extension from the ground, than a central vertical support or the opposite vertical support located on the other side of the traffic route. Advantageously, falling rain or snow, for example, already flows off the upper side of the photovoltaic panels to the edge of the road and the danger to road traffic from snow or rain falling on the roadway is reduced.

According to a preferred embodiment, it is provided that the photovoltaic panels are arranged on the side surface of the system. In this way, the area used for the use of regenerative energies is increased even further. The feature that photovoltaic panels are arranged on the side surface is not intended to rule out the possibility that they can also be arranged on the top side of the system (as explained in a previously described embodiment). Rather, it is preferred that photovoltaic panels are arranged both on the top and on the side surface. It is also preferred here if the axis of rotation of the photovoltaic panels arranged on the side surface of the system extends vertically upwards from a top side of the traffic route, preferably on a side edge of the traffic route, particularly preferably substantially perpendicular to the traffic route.

According to a preferred embodiment, it is provided that several of the photovoltaic panels are jointly connected in a rotationally fixed manner to a rotary tube that defines the axis of rotation for these several photovoltaic panels and is pivotably connected to the basic framework, and that the rotary tube is rotated in a joint, simultaneous pivoting of the multiple of the Photovoltaic panels connected to the rotary tube. The structure of the system is strong simplified and the mechanism for pivoting the PV panels can be implemented with just a few components.

According to a preferred embodiment, it is provided that an additional group of several photovoltaic panels are jointly connected in a rotationally fixed manner to an additional rotary tube that defines the axis of rotation for these multiple photovoltaic panels and is pivotably connected to the basic framework, and that the additional rotary tube is rotated in one joint simultaneous pivoting of the plurality of photovoltaic panels connected to the further rotary tube of the further group. Many other groups of PV panels can each be connected to another rotary tube.

According to a preferred embodiment, it is provided that the rotary tube and the further rotary tube and the axes of rotation defined by them run essentially parallel to one another. A synchronized pivoting of the PV panels is advantageously possible.

According to a preferred embodiment, it is provided that the rotary tube and the further rotary tube are simultaneously and jointly pivotable via a horizontal rod running essentially perpendicularly to the rotary axes of the rotary tube and the further rotary tube. The horizontal rod is preferably connected indirectly to the respective rotary tube via a connecting rod. Preferably, moving the horizontal rod into a lower position leads to a joint pivoting of the connecting rods into a lower position and thus to a pivoting of the rotary tubes and the photovoltaic panels connected thereto into a lower, in particular closed, position. The system preferably has one, in particular only one, motor for linear displacement of a spindle, displacement of the spindle resulting in displacement of the horizontal rod with respect to its height and thus in pivoting of the respectively connected photovoltaic panels about their axis of rotation.

According to a preferred embodiment, it is provided that photovoltaic panels arranged on an upper side of the system are connected to rotary tubes running transversely to the traffic route and essentially perpendicular to the direction of travel of the traffic route and spaced upwards from the ground level. According to a preferred embodiment, it is provided that photovoltaic panels arranged on a side surface of the system are connected to rotary tubes running essentially perpendicular to the traffic route and to the side of a lane of the traffic route and essentially vertically extending upwards from the ground level.

According to a preferred embodiment, it is provided that at least one, preferably several, lateral passage openings (passage openings) for providing an escape route away from the traffic route is or are arranged in a side surface of the system. In particular, the passage openings are provided by pivoting the photovoltaic panels arranged on the side surface of the system out of the closed state. In this case, the passage opening can already be provided as an escape route, even if the photovoltaic panels have not yet been pivoted completely into their open state. One or even several escape routes are thus advantageously provided if required in an emergency.

According to a preferred embodiment, it is provided that a crash barrier system comprising a plurality of crash barrier elements is arranged on a side edge of the traffic route. In particular, the crash barrier system is arranged in front of laterally arranged vertical supports of the proposed system for mounting and adjusting photovoltaic panels over traffic routes, as viewed from a center of the traffic route. Two adjacent crash barrier elements are preferably arranged at a distance from one another in such a way that a passage opening for providing an essentially level escape route is provided between the two adjacent crash barrier elements. Preferably, the crash barrier elements each have a section on the roadway side and a section on the escape route side, with the sections on the escape route side being further away from a center of the traffic route than the sections on the roadway side. In particular, the sections on the escape route side and the sections on the roadway side of adjacent crash barrier elements are arranged such that they overlap, as seen from the traffic route, that a straight connection from the traffic route to a safety area arranged behind the crash barrier elements is perpendicular to the Course of the crash barrier elements seen is always blocked by a part of the crash barrier elements.

According to a further independent aspect of the present invention, a method is also proposed, the proposed method being a method for installing photovoltaic panels over traffic routes, in particular over asphalted roads or motorways. The assembly procedure includes the following steps:

- Attaching a basic structure to the traffic route, wherein for the purpose of attaching the basic structure at least vertical supports extending upwards from a ground level defined by the traffic route and cross-beams arranged above the ground level and extending across the traffic route are provided, as well as

- Connecting the photovoltaic panels to the basic framework, the photovoltaic panels being connected to the basic framework so that they can pivot about an axis of rotation.

In order to achieve the above-mentioned object in relation to a traffic route noise protection device, a traffic route noise protection device, in particular a traffic route canopy device, is also proposed according to a further independent aspect of the present invention. The proposed traffic route noise protection device, in particular traffic route canopy device, is set up for use in a previously described or subsequently described system for mounting and adjusting photovoltaic panels over traffic routes, and has photovoltaic panels for generating electricity from solar radiation as well as a basic framework adjoining the traffic route, wherein the basic framework has at least vertical supports that extend upwards from a floor level defined by the traffic route, as well as transverse supports that are arranged above the ground level and extend across the traffic route, with the photovoltaic panels being surrounded by a Axis of rotation are pivotally connected to the basic structure.

In order to solve the aforementioned task in relation to a method for providing an escape route in a traffic route noise protection device, a further independent aspect of the present invention also drive to provide an escape route in a traffic route noise protection device described above or below, in particular a traffic route roofing device described above or below, proposed, with photovoltaic panels connected to laterally arranged vertical supports connected to their axis of rotation from a more closed pivoted to a more open condition to provide and/or enlarge a lateral passage opening for providing an escape route away from the traffic route. The term "closed state" is to be understood as meaning a "less open position" in contrast to a "more open state" of the photovoltaic panels. In particular, the photovoltaic panels can be pivoted from their closed state to the open state in order to have the greatest possible opening to provide for the escape route.

In order to achieve the aforementioned object in relation to a crash barrier system, according to a further independent aspect of the present invention, a crash barrier system for providing an escape route from a traffic route into a safety area arranged to the side of the traffic route, in particular in a system for assembly and for Proposed adjustment of photovoltaic panels over traffic routes or in a traffic route noise protection device described above or below. The crash barrier system has at least two crash barrier elements arranged adjacent to one another, with the two neighboring crash barrier elements being spaced apart from one another in such a way that a passage opening is provided for providing an essentially level escape route between the two neighboring crash barrier elements. Preferably, the crash barrier elements each have a section on the roadway side and a section on the escape route side offset laterally closer to the safety area, with the sections on the escape route side and the sections on the roadway side being arranged such that they overlap when viewed from the traffic route such that there is a straight connection from the traffic route to the one behind the crash barrier elements arranged security area is seen perpendicular to the course of the crash barrier elements is always blocked by a part of the crash barrier elements.

Individual features that relate to an object of the invention such as the traffic route noise protection device or the system for monitoring days and for the adjustment of photovoltaic panels over traffic routes or the crash barrier system can, where appropriate for a person skilled in the art, be transferred to the respective other objects or other claim categories and form further embodiments of the invention. This also applies to the proposed method for mounting photovoltaic panels over traffic routes and for venting a traffic route noise protection device, as well as across claim categories between the proposed methods and devices or systems, and vice versa.

Further advantageous and preferred configurations result from the following description with reference to the figures. It should be noted that the features described below can also be transferred individually and in isolation to the claimed system in order to form further independent embodiments of the invention. In the drawing showing only one exemplary embodiment

1 perspective and schematic front view at an angle from above of the proposed system,

2 schematic front view of the proposed system,

3 shows a schematic front view of one half of the proposed system in a vented state,

FIG. 4 shows the system from FIG. 3 in a perspective view at an angle from above,

5 shows the system from FIG. 3 or FIG. 4 in a side view with the marked detail A,

Fig. 6 shows the enlarged detail view A from Fig. 5,

7 shows the system according to FIG. 5 in a side view with the marked detail D, but in the basic state of the system,

FIG. 8 shows the enlarged detail view D from FIG. 5, and 9 shows the proposed system partially with a proposed crash barrier system in a schematic plan view.

In the following description of the figures, the same features are identified with the same reference symbols. Individual features can also be isolated and added to the proposed and claimed system in a technically meaningful manner and in this way form an independent embodiment of the present invention.

In Fig. 1, the proposed system 1 for mounting and adjusting photovoltaic panels 2 over traffic routes, in the specific case over a highway 3, is shown in perspective obliquely from above. FIG. 2 shows the system from FIG. 1 in a schematic front view.

The system 1 can be installed over traffic routes, such as the Autobahn 3, in order to advantageously use free available areas for the production of regenerative energies. Advantageously, the fact that the highway 3 already provides a solid foundation, to which a basic structure 4 of the system 1 is connected, is advantageously used. This way it is not necessary to build your own foundation for the system. The basic framework 4 connects to the existing foundation of the traffic route. This reduces the assembly work and at the same time improves the overall ecological balance of the system 1.

The basic structure 4 has vertical supports 5 and 6 transverse supports. The vertical beams 5 extend upwards from a ground plane E defined by the freeway 3 . Above this floor level E, in turn, the crossbeams 6 are provided. The cross beams 6 start at the upper end of the vertical beams 5 when viewed vertically. The crossbeams 6 extend across the highway 3. Furthermore, the basic framework in Fig. 1 and Fig. 2 not recognizable longitudinal beams (cf. Fig. 4, and Fig. 6 and Fig. 8: longitudinal beam 14), which in the Are essentially set up running parallel to the roadway and connect vertical beams 5 to each other.

In the present case structural steel is used as the material for the basic structure 4, so that the system can be assembled inexpensively and easily in a modular skeleton design. the can. A basic structure made of concrete or reinforced concrete can also be provided. The favorable structure of the basic structure 4 and in particular the possible connection to already sealed surfaces providing a foundation in the form of traffic routes such as the motorway 3 in the present case advantageously lead to particularly low system costs. Using regenerative energies is made possible inexpensively by the proposed system 1 .

A type of tunnel is provided by the spacing of the crossbeams 6 from the roadway of the freeway 3, which in the present case is a four-lane freeway 3 with two lanes in each direction of travel. On the one hand, the system 1 has an upper side 7, on which upwardly directed photovoltaic panels 2 are provided, as well as two opposite side surfaces 8. In the present case, the side surfaces 8 are each formed to the side of the lanes of the motorway 3. Here too, as is the case here (see FIG. 1 and the exemplary embodiment from FIG. 3), further photovoltaic panels 2 can be provided, which are aligned outwards to the side. The generation of electrical current can be maximized by equipping photovoltaic panels 2 on the side surfaces 8 .

The system 1 could also be designed in such a way that only one side surface 8 is arranged to the side of the roadway and the opposite side surface is provided in the middle of the freeway. In comparison to the representation according to FIG. 1 or FIG. 2, only the left or right half of the system 1 would then be provided.

The description above and below also relates to the illustrations of FIGS. 3 to 8 which show one half of the system 1 . As already mentioned, just such a half could also be provided as a system for mounting and adjusting photovoltaic panels over traffic routes.

The system 1 shown, which represents a type of artificially provided tunnel for the freeway 3, has openings 9 for vehicles etc. to pass through. In addition, the system 1 has lateral passage openings 10 in the state shown in FIG. 3, FIG. 4, as well as FIGS. The lateral passage openings 10 are provided in the side surface 8 . the lateral ones Passage openings 10 are set up to provide an escape route from the carriageway of the traffic route. The lateral passage openings 10 are partially identified in FIGS. 3, 4, 5 and 6 by a dashed arrow, which in FIGS. 3 and 4 simultaneously represents the direction of the escape route. Likewise, in the event of an accident occurring on the road, for example, the lateral passage openings 10 can serve to ensure access to the accident site from the outside. The lateral passage openings 10 serve to increase the security of the system 1.

Another advantage of the lateral passage openings 10 is that in the event of a fire, for example caused by a traffic accident on the traffic route below the system 1, the smoke that develops can be drawn out of the system 1 via the side surfaces 8 to the outside. Vent openings 11 are also provided on the top 7 of the system 1 for the same purpose. These are also partially indicated by dashed arrows in Fig. 3, Fig. 4, Fig. 5 and Fig. 6. The respective openings in the form of the lateral passage openings 10 and the ventilation openings 11 are provided between adjacent rows of photovoltaic panels 2, as can be seen in particular from FIG.

The ventilation openings 11 are provided in that the photovoltaic panels 2 can be pivoted about an axis of rotation R. The photovoltaic panels 2 are therefore not rigidly connected to the basic structure, but rather are rotatably mounted. The basic state of the system 1, in which, in particular, electric current is to be obtained by solar radiation, is shown in FIGS. 7 and 8. In that basic state, the upper photovoltaic panels 2 on the upper side 7 of the system 1 are in a closed state. In contrast to this, the upper photovoltaic panels 2 on the upper side 7 of the system 1 in FIGS. 1 to 6 are set up in an open state. In that open state of the upper photovoltaic panels 2 on the upper side 7 of the system 1, the system 1 is then no longer in the basic state in which regenerative energy is to be obtained, but rather in a ventilation state. This venting condition can be necessary in the described case of a traffic accident and a possible development of smoke in the tunnel formed by the system 1. The system 1 for adjusting the photovoltaic panels 2 made possible by the proposed system rapid venting of the trained tunnel on Autobahn 3 leads to increased safety. The quick and direct venting of the area below the system 1 can also be referred to as "flash smoke".

As described, the upper photovoltaic panels 2 on the top side 7 of the system 1 are therefore set up to be pivotable between a closed state and an open state. All the upper photovoltaic panels 2 on the upper side 7 of the system 1 can preferably be pivoted to the same extent at the same time.

The adjustment of the upper photovoltaic panels 2 on the top 7 of the system 1 entails a further safety-relevant safety aspect. By pivoting the upper photovoltaic panels 2 on the top 7 of the system 1, the system 1, or in particular the top 7, which provides a kind of roof, can be relieved in heavy snowfall.

The lateral photovoltaic panels 2 on the side surface 8 of the system 1 are also pivotable about an axis of rotation--not specifically shown in the figures. The axis of rotation for the lateral photovoltaic panels 2 on the side surface 8 is the vertical axis. By pivoting the lateral photovoltaic panels 2 on the lateral surface 8, the lateral passage openings 10 described can be provided as an escape route. All lateral photovoltaic panels 2 of a side surface 8 can preferably be pivoted simultaneously and to the same extent.

In FIGS. 1 and 2 the system 1 is designed such that the upper photovoltaic panels 2 are set up on the top 7 of the system 1 in the open state, while the lateral photovoltaic panels 2 on the side surface 8 are set up in the closed state are. The upper photovoltaic panels 2 on the top 7 of the system 1 and the lateral photovoltaic panels 2 on the side surface 8 can therefore be pivoted independently of one another. However, it can advantageously also be provided that the upper photovoltaic panels 2 on the upper side 7 and the lateral photovoltaic panels 2 on the side surface 8 are pivoted together, approximately simultaneously and to the same extent. Then, advantageously, only one mechanism and In particular, only one drive is provided, which performs the adjustment of the photovoltaic panels 2 .

In Fig. 4, as well as in Fig. 5 and Fig. 7, only one axis of rotation R is shown. The outermost, rearmost row of upper photovoltaic panels 2 on the top side 7 of the system 1 is arranged to be pivotable about the axis of rotation R shown. The other six rows of upper photovoltaic panels 2 that can be seen on the top side 7 of the system 1 can each be pivoted about their respective axes of rotation, with six other axes of rotation not specifically identified in the present case. The lateral photovoltaic panels 2 on the side surface 8 are in turn designed to be pivotable about their respective vertical axes as axes of rotation (not marked) of the total of seven parallel axes of rotation.

The specific mechanism of the adjustment of the photovoltaic panels 2, specifically of the change between an open and closed state of the photovoltaic panels 2, can be seen from the synopsis of FIG. 5 with FIG. 6 as well as FIGS. 7 and 8. 5 shows the system 1 in a schematic side view, the system 1 being in the described ventilation state, ie with the photovoltaic panels 2 in the open state. 7, on the other hand, shows the system 1 in a corresponding schematic side view in the basic state, ie with the photovoltaic panels 2 in the closed state. FIG. 6 in turn shows the detailed view A from FIG. 5, while FIG. 8 shows the detailed view D from FIG. 7 on an enlarged scale.

The various rows of upper photovoltaic panels 2 on the upper side 7 of the system 1 are each formed in that a plurality of photovoltaic panels 2 are jointly connected to a rotary tube 12 in a rotationally fixed manner. The rotary tube 12 is rotatably mounted. The same applies analogously to the lateral photovoltaic panels 2 on the side surface 8 of the system 1.

The rotary tubes 12 accordingly provide the axis of rotation R, about which a row of photovoltaic panels 2 can be pivoted. For this purpose, in the illustrated case, the rotary tubes 12 are each rotatably mounted with their ends in a connecting element 13, in the present case in the form of the vertically running sub-beam. That connection element 13 in turn leads from each row of the photovoltaic panels 2 to a lateral longitudinal beam 14. The connection element 13 is thus rigidly connected to the longitudinal member 14 and to the entire base frame 4. Each rotary tube 12 is in turn connected to the basic structure 4 so that it can pivot about its axis of rotation R. The photovoltaic panels 2 are mounted on the rotary tubes 12 such that a pivoting of the rotary tube 12 leads to a pivoting of the photovoltaic panels 2 . It is preferred that the photovoltaic panels 2 are already pre-assembled on the rotary tubes 12 so that assembly at the site of use can be carried out easily, for example by a crane placing the pre-assembled units on the basic framework 4 .

The adjustment of the photovoltaic panels 2 becomes clear based on the synopsis of FIG. 6 and FIG. 8 . A first connecting rod, concretely present a connecting rod 15, is thus firmly connected to the respective rotary tube 12. The connecting rod 15 encompasses the rotary tube 12 with one end and is thus connected to the rotary tube 12 in a rotationally fixed manner. At its opposite, other end, the connecting rod 15 is rigidly connected to a second connecting rod, in the present case in the form of the horizontal rod 16 . In the present case, this applies to all connecting rods 15 of the upper side 7 of the system 1, which are all connected together to the only one horizontal rod 16. As an alternative, it could also be provided that some rows of photovoltaic panels 2 are not connected to the horizontal bar 16, so that those rows that are not connected are then not designed to be pivotable.

The horizontal rod 16 is oriented horizontally and does not fundamentally change that horizontal orientation. Only the height of the horizontal rod 16 can be changed, namely between an upper position, as shown in FIG. 6, in order to put the photovoltaic panels 2 in the open state, and a lower position, as shown in FIG To put photovoltaic panels 2 in the closed state. The connecting rods 15 cannot be seen in FIG. 8 because they are located behind the connection elements 13 in the viewing direction. The connecting rods 15 were rotated from the state in FIG. 6 to the state in FIG. 8 in the direction of view of the figures clockwise around the axis of rotation R of the rotary tubes 12 to behind the connection elements.

The shifting of the horizontal position of the horizontal rod 16 is achieved in that a further, third connecting rod is connected to the end of the horizontal rod 16 shown on the left, specifically the swivel rod 17. The Pivoting rod 17 is designed to be significantly shorter than horizontal rod 16 . The swivel rod 17 is rigidly connected to the horizontal rod 16 with its end pointing towards the horizontal rod 16 . However, the pivot rod 17 is pivotally mounted at its opposite end, namely on a spindle 18. That spindle 18 is linearly displaceable by a motor 19 back and forth. In the extended condition of the spindle 18, as shown in FIG. 6, the pivot rod 17 is pivoted upwards and oriented substantially horizontally. In the extension of the swivel rod 17 is the horizontal rod 16, which in this way deflects the connected connecting rods to the right. The rotary tubes 12 and thus the photovoltaic panels 2 are pivoted over this.

In the retracted state of the spindle 19, as shown in FIG. 8, the horizontal rod 16 is pulled in the direction of the motor 19 and at the same time displaced downwards due to the pivotable mounting of the swivel rod 17. The rigidly connected connecting rods 15 and thus the connected rotary tubes 12 and photovoltaic panels 2 are pivoted as a result, namely in the illustrated closed state of the photovoltaic panels 2.

The connecting rods 15 run outwards along a radius as seen from the axis of rotation R or the rotary tube 12 . In this way, the rotary movement of the connecting rods 15 realized via the motor and the connected rods ensures that the rotary tubes 12 and thus the photovoltaic panels 2 pivot 17, horizontal rod 16 and connecting rod 15 responsible. Advantageously, only one motor 19 with one spindle 18 is provided to pivot the entire upper photovoltaic panels 2 at the top 7 of the system 1 as described. The lateral photovoltaic panels 2 on the side surface 8 can also be set up so that they can be swiveled together using an analogous system.

Due to the fact that the motor 19 in the system 1 is also connected to the longitudinal member 14 or alternatively to a vertical member 5 or laterally to a cross member 6, the motor 19 is advantageously positioned to the side of the roadway (cf. FIG. 1). This means that maintenance work can be carried out in a simplified manner without impeding road traffic. The system 1 is used on the one hand to use regenerative energies. It is particularly advantageous to use unused but already prepared areas, namely the space above existing traffic routes. On the other hand, the proposed system 1 also provides protection for the road surface, since it is exposed to less precipitation (for example rain or snow) and less UV light. In addition, it is particularly advantageous for a rainwater drainage channel 20 to be provided on the side of the photovoltaic panels 2 , as can be seen in FIG. 6 .

Furthermore, it is particularly advantageous that the upper side 7 of the system 1 is set up inclined by an inclination of the basic structure 4, see Figures 1 to 4. Precipitation can thus run off particularly well and a self-cleaning effect is achieved for the photovoltaic panels 2 .

Finally, the proposed system 1 can also advantageously reduce the noise emissions caused by road traffic.

As can be gathered from FIG. 9 , which shows a schematic top view of a proposed system from above, the proposed system 1 can also include a crash barrier system 21 . This crash barrier system 21 also provides valuable advantages independently of the proposed system 1 with photovoltaic panels 2 . For this purpose, the crash barrier system 21 is arranged on a side edge of the traffic route, in this case the freeway 3 . The crash barrier system 21 comprises a plurality of crash barrier elements 22; four adjacent crash barrier elements 22 are shown here, with only the crash barrier elements 22 shown at the top and the crash barrier elements 22 shown at the bottom being identified by a reference number for the sake of clarity. In addition, three vertical supports 5 with respective photovoltaic panels 2 can be seen on the side of the crash barrier system 21 (only the lowest of the three pairs are marked with reference symbols). Viewed from the middle of the traffic route, the crash barrier system 21 is therefore arranged in front of the laterally arranged vertical supports 5 of the system 1 and in front of the corresponding photovoltaic panels 2 .

In this way, on the one hand, the system 1 with regard to the vertical support 5, and thus also the entire basic framework 4 and, above all, the photovoltaic Panels 2 protected even if there is a traffic accident. In addition, road users are also protected in the event of an accident by the crash barrier system 21 in that other components of the system 1, such as vertical supports 5 and photovoltaic panels 2, reduce the risk of injury due to a risk of collision, for example.

Advantageously, two adjacent crash barrier elements 22 are arranged spaced apart from each other in such a way that a passage opening 23 for providing an essentially level escape route is provided between the two adjacent crash barrier elements 22 . The passage opening 23 is only marked with a dashed arrow in each case in the two lower pairings on adjacent crash barrier elements 21 . In the case of the upper pairing between the two upper adjacent crash barrier elements 22 shown, the passage opening 23 is not specially marked, but an escape route in an accident situation is indicated by a dotted line. The passage openings 23 are formed in the area near the road between two sections 24 of two adjacent crash barrier elements 22 on the roadway side. On the side away from the road there is also an exit opening, which is not specifically marked, through which persons fleeing, seen from the roadway, can then get behind the crash barrier elements 22 or the crash barrier system 21 . Those outlet openings are formed between two sections 25 on the escape route side of the same two adjacent crash barrier elements 22 .

Sections 25 on the escape route are further away from the center of the traffic route than sections 24 on the roadway Traffic route 3 seen from a safety area 26 arranged behind the crash barrier elements 22 perpendicular to the course of the crash barrier elements 22 (or the course of the road) is always blocked by part of the crash barrier elements 22 . The crash barrier elements 22 thus always protect the area behind them, as seen from the road, by their overlapping. While an essentially level escape route is nevertheless provided via the passage openings 23 (or also the exit openings). In doing so, the passage area is not completely level with the street or the like. The crucial point is that the passage area is provided by cutouts in the crash barriers in comparison to known crash barrier systems, so that climbing over crash barriers to get to safety from the accident site is no longer necessary. The sections 25 on the escape route side and the sections 24 on the roadway side are connected to one another via a connecting section. In plan view, the crash barrier elements 22 have an S-shaped appearance. In this way, an S-shaped, protected escape route is formed between two adjacent crash barrier elements 22, which offers protection and above all provides an almost level escape route away from the traffic route without having to climb over crash barrier elements 22 or a continuous crash barrier.

In order not to disturb the escape route or even make it available completely in the safety area 26, the photovoltaic panels 2 on the side are pivoted about their axis of rotation into the open state, as shown, in such a way that the passage between the photovoltaic panels 2 is in Security bringing people is easily possible. As shown, the exit opening of the crash barrier system 21 is preferably brought into line with the lateral passage openings 10 of the system 1 in such a way that a straight passage is possible for fleeing persons.

reference list

1 system for mounting and adjusting photovoltaic panels over traffic routes

2 photovoltaic panels (PV panels)

3 Autobahn (traffic route)

4 framework

5 vertical supports

6 crossbars

7 Top of the System

8 side surface of the system

9 passage opening

10 lateral passage opening

11 vent hole

12 torsion tube

13 connection element

14 longitudinal beams

15 connecting rod (first connecting rod)

16 horizontal rod (second connecting rod)

17 Pivot Rod (Third Link Rod)

18 spindle

19 engine

20 rain gutter

21 crash barrier system

22 crash barrier element

23 access opening (through the crash barrier system)

24 roadside section

25 section on the escape route side

26 security area

E ground level

R axis of rotation

Claims

23

Claim System (1) for mounting and adjusting photovoltaic panels

(2) over traffic routes, especially over paved roads or highways

(3) comprising:

Photovoltaic panels (2) for generating electrical power from solar radiation, and a basic framework (4) connected to the traffic route, the basic framework (4) having vertical supports (5) extending upwards at least from a floor level (E) defined by the traffic route. and transverse beams (6) arranged above the floor level (E) and extending across the traffic route, the photovoltaic panels (2) being connected to the basic framework (4) so that they can be pivoted about an axis of rotation (R). System (1) according to claim 1, wherein the photovoltaic panels (2) at the top of the system (7) are arranged, wherein, preferably, at the top of the system (7) arranged photovoltaic panels (2) with a to a side edge of the traffic route, in particular from a center of the traffic route to the side edge of the traffic route, are arranged with a sloping gradient. System (1) according to one of the preceding claims, wherein the photovoltaic panels (2) are arranged on the side surface of the system (8), wherein, preferably, the axis of rotation (R) of the on the side surface of the system (8) arranged photovoltaic - panels (2) extending vertically upwards from an upper side of the traffic route, preferably on a side edge of the traffic route, particularly preferably substantially perpendicular to the traffic route. System (1) according to any one of the preceding claims, wherein several of the photovoltaic panels (2) are jointly non-rotatably connected to an axis of rotation (R) for these several photovoltaic panels (2) and pivotable to the basic structure

(4) tethered rotary tube (12) are attached and rotating the rotary tube (12) in a common simultaneous Pivoting the plurality of photovoltaic panels (2) connected to the rotary tube (12) results.

5. System (1) according to claim 4, wherein an additional group of several photovoltaic panels (2) is jointly non-rotatably connected to an axis of rotation (R) for these several photovoltaic panels (2) and pivotable to the basic framework (4 ) connected, further rotary tube (12) are connected and rotating the further rotary tube (12) results in a joint simultaneous pivoting of the plurality of photovoltaic panels (2) of the further group connected to the further rotary tube (12).

6. System (1) according to claim 5, wherein the rotary tube (12) and the further rotary tube (12) and the axes of rotation (R) defined by them run essentially parallel to one another.

7. System (1) according to claim 5 or 6, wherein the rotary tube (12) and the further rotary tube (12) via a horizontal rod running essentially perpendicularly to the axes of rotation (R) of the rotary tube (12) and the further rotary tube (12). (16) are simultaneously and jointly pivotable, with the horizontal rod (16) preferably being connected indirectly via a connecting rod (15) to the respective rotary tube (12), with the horizontal rod (16) preferably being displaced into a lower position leads to a joint pivoting of the connecting rods (15) into a lower position and thus to a pivoting of the rotary tubes (12) and the photovoltaic panels (2) connected thereto into a lower, in particular closed, position, with preferably the System (1) has one, in particular only one, motor (19) for linear displacement of a spindle (18), displacement of the spindle (18) resulting in displacement of the horizontal rod (16) with respect to its height and thus in pivoting of the respective connected photovoltaic panels (2) about their axis of rotation (R).

8. System (1) according to any one of the preceding claims, wherein on an upper side (7) of the system (1) arranged photovoltaic panels (2). rotary tubes (12) running transversely to the traffic route and essentially perpendicular to the direction of travel of the traffic route and spaced upwards from the ground level (E) are connected.

9. System (1) according to one of the preceding claims, wherein on a side surface (8) of the system (1) arranged photovoltaic panels (2) running essentially perpendicular to the traffic route and to the side of a lane of the traffic route and essentially vertically from the ground level (E) are connected from upwardly extending rotary tubes (12).

10. System (1) according to any one of the preceding claims, wherein in a side surface (8) of the system (1) at least one, preferably several, lateral passage opening / s (10), in particular provided by pivoting on the side surface of the system (8) arranged photovoltaic panels (2) from the closed state, for providing an escape route away from the traffic route is / are arranged.

11. System (1) according to one of the preceding claims, wherein a crash barrier system (21) comprising a plurality of crash barrier elements (22) is arranged on a side edge of the traffic route, in particular in front of laterally arranged vertical beams (5) of the system (1), as seen from a center of the traffic route. , is arranged, wherein, preferably, two adjacent guardrail elements (22) are arranged spaced apart from each other in such a way that a passage opening (23) is provided for providing an essentially level escape route between the two adjacent guardrail elements (22), wherein, preferably, the Crash barrier elements (22) each have a section (24) on the roadway side and a section (25) on the escape route side, the sections (25) on the escape route side being further away from a center of the traffic route than the sections (24) on the roadway side, with, in particular, the sections on the escape route side (25) and the roadway-side sections (24) of mutually adjacent crash barrier elements (22) are arranged such that they overlap, as seen from the traffic route, that a straight connection from the traffic route to 26 is always blocked by a part of the crash barrier elements (22) in a safety area (26) arranged behind the crash barrier elements (22) perpendicular to the course of the crash barrier elements (22).

12. Method for mounting photovoltaic panels (2) over traffic routes, in particular over asphalted roads or motorways (3), in particular with a system according to one of the preceding claims, with the following steps:

Connection of a basic structure (4) to the traffic route, whereby for connecting the basic structure (4) at least vertical beams (5) extending upwards from a ground level (E) defined by the traffic route and arranged above the ground level (E) are arranged transversely across crossbeams (6) extending along the traffic route are provided; as well as

Connecting the photovoltaic panels (2) to the basic structure (4), the photovoltaic panels (2) being connected to the basic structure (4) so that they can pivot about an axis of rotation (R).

13. Traffic route noise protection device, in particular traffic route roofing device, for use in a system according to one of the preceding claims, with photovoltaic panels (2) for generating electrical current from solar radiation, and with a basic framework (4 ), wherein the basic structure (4) has at least vertical supports (5) that extend upwards from a floor level (E) defined by the traffic route, and transverse supports (6) that are arranged above the floor level (E) and extend across the traffic route, wherein the photovoltaic panels (2) are connected to the basic framework (4) so that they can be pivoted about an axis of rotation (R).

14. A method for providing an escape route in a traffic route noise protection device, in particular in a traffic route roofing device, according to claim 14, wherein photovoltaic panels (2) connected to laterally arranged vertical supports (5) rotate about their axis of rotation (R). be pivoted from a closed state to a more open state in order to open a lateral through-opening (10) for ready 27 provide and/or enlarge an escape route away from the traffic route. Crash barrier system (21) for providing an escape route from a traffic route into a safety area (26) arranged to the side of the traffic route, in particular in a system according to one of Claims 1 to 11 and/or in a traffic route noise protection device according to Claim 13, having at least two adjacently arranged crash barrier elements (22), the two adjacent crash barrier elements (22) being spaced apart from one another in such a way that a passage opening (23) is provided for providing an essentially level escape route between the two adjacent crash barrier elements (22), with, preferably, the Crash barrier elements (22) each have a roadway-side section (24) and a section (25) on the escape route side, offset laterally closer to the safety area (26), the sections (25) on the escape route and the roadway-side sections (24) being arranged such that they overlap, as seen from the traffic route are that a straight connection from the traffic route to the safety area (26) arranged behind the crash barrier elements (22) is always blocked by a part of the crash barrier elements (22), viewed perpendicularly to the course of the crash barrier elements (22).