JP2004136860A - Power receiving/feeding system - Google Patents

Power receiving/feeding system Download PDF

Info

Publication number
JP2004136860A
JP2004136860A JP2002338612A JP2002338612A JP2004136860A JP 2004136860 A JP2004136860 A JP 2004136860A JP 2002338612 A JP2002338612 A JP 2002338612A JP 2002338612 A JP2002338612 A JP 2002338612A JP 2004136860 A JP2004136860 A JP 2004136860A
Authority
JP
Japan
Prior art keywords
power
receiving
vehicle
supplying
spot
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP2002338612A
Other languages
Japanese (ja)
Other versions
JP2004136860A5 (en
Inventor
Kazumichi Fujioka
藤岡　一路
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to JP2002338612A priority Critical patent/JP2004136860A/en
Publication of JP2004136860A publication Critical patent/JP2004136860A/en
Publication of JP2004136860A5 publication Critical patent/JP2004136860A5/ja
Pending legal-status Critical Current

Links

Images

Classifications

    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries

Landscapes

  • Secondary Cells (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To make it possible for ground equipment not only to feed power to a vehicle but also to receive power accumulated in the vehicle while running, in a power feeding system of such a method that spot power feeders are embedded in the ground surface while power receiving wires are provided under the bottom of an electric automobile, so that power feeding is carried out only when the vehicle passes above the spot feeders and that the vehicle travels, on other sections, by the power supplied by a mounted battery. <P>SOLUTION: A power receiving/feeding system receives and feeds power receiving/feeding after safety/authorization is verified by means of the spot power receivers/feeders embedded in the ground surface, etc. in braking sections and stop/acceleration sections, based on signals for power receiving/feeding from the vehicle equipped with power receiving/feeding units stuck to the bottom part thereof. Thus, power receiving/feeding system free from dangers on the surface of the ground is realized with low-cost infrastructure. <P>COPYRIGHT: (C)2004,JPO

Description

【発明の属する技術分野】
路面電車・巡回車・ディーゼル車・災害用電源
【従来の技術】
【０００１】
従来、電気車輌と電力の受・給をする装置の代表として電車やトロリーの架線がある。
しかし、架線は非常に長く、それを支える設備も膨大で又景観も悪い。
また車輌は前の車輌を追い越すなどの自由性もない。
最近、路面にいわゆるスポット給電子を埋設し、電気自動車の床下に受電用架線を設け、前記スポット給電子上を通過するときのみ給電し、他の区間は搭載蓄電器（池）の電力で走行する方法も提案されている。
しかしながら前記給電子は特に蓄電器（池）搭載の電気自動車に停車給電中および発進（加速）区間中のみ、給電する目的のものであった。
【発明が解決しようとする課題】
【０００２】
従来の給電装置は車輌に対して給電するだけであったが、本発明では停留所の前や下り坂でブレーキモータが発する電力受電の機能を持たせる。
合わせ地球温暖化を防止するＣＯ２発生のないクリーンな電力を取り込むことが出来る。
取り込んだ電力は商用電源に販売しても良いし、蓄電器（池）に貯めて車輌の充電や発進（加速）時に使用しても良い（据置き型の回生装置）。
この給電と受電を交互におこない、本受・給電装置を構成する蓄電器（池）の大きさも小さくて済むようにする。
また、電気車輌のみならず従来のエンジン車輌に対しても若干の部品追加で本受・給電装置を使え、排ガス削減、燃料の削減が計れるようにする。
【課題を解決するための手段】
【０００３】
【図１】は本発明による受・給電装置を停留所近傍や交差点近傍に設置した概要例である。
１は受・給電子でそれぞれ２組路面に埋設した例であるが、さらに多くの組を設けてもよい。
３は、車輪を直接的にまたは補助的に駆動するモータと床面下に取付けた車長相当の受・給電体２と受・給電要求や車輌番号等の信号をやりとりする送・受信器と、の３つを装備した車輌であり、必ずしも蓄電器（池）を搭載した車輌でなくても良い。
４は車輌３が近づいた時に前記受給電子１より接触子が頭だしする制御と車輌３と電力をやりとりするための電力スイッチである。
【０００４】
５は受・給電体２との接触検出および車輌３の番号や要求データや次の受・給電装置の位置などの信号をやりとりする信号制御器である。６は全体の情報を処理・制御する制御装置、７は蓄電器（池）、８はソーラ電源、９は風力電源、１０は商用電源、１１は売買電用積算電力計である。
同図に従ってまず前記ブレーキ区間での動作を説明すると、車輌３は右側より受電要求の信号を送信しながら走行してきて、同図では最右端の受・給電子１に近づく。
すると同図での最右端の信号制御器５と制御装置６は車輌３からの信号を解析し、正当であれば最右端の受・給電子１の頭だしをおこなう。
次ぎに受・給電子１と受・給電体２が正当に接触していることを確認後電カスイッチ４をオンにして、車両３のモータからの電力を受・給電体２、受・給電子１を経由して蓄電器（池）７に蓄える。
これにより車輌３にブレーキがかかることになり、前記蓄電器（池）７に蓄えられた電力量は車輌番号と共に制御装置６に記憶される。
前記蓄電器（池）に蓄えるかわりに、商用電源１０に売電してもよい。
【０００５】
しかしながら感電防止の観点からスイッチ４は他の条件が満たされてはじめてオンにする。
その条件の一つは受・給電子１が頭だししていることであり、二つめは車輌３の受・給電体２（２本から成る場合）に高周波信号を重畳して、受・給電子１（２個から成る場合）の両端で検出できることである。
ただし、前記受・給電体２の内側および前記受・給電子１の内側にはチョークコイルを設け、前記高周波信号が他に流れないようにする。
これで頭だしした受・給電子１は、確実に車輌３の下にありかつ受・給電体２と正常に〈２組とも〉接触していることになり感電の心配が無く、又スイッチ４を通して電力を供給する際、スパークが発生しない。
【０００６】
つぎに
【図１】での車輌３の発進時の動作について述べる。
車輌３が給電要求信号を出しながらアクセルを踏むと、上記と同様受・給電子１は頭だしし、受・給電体２を通して蓄電器（池）７の電力を車輌３の車輪駆動補助モータに送る。
この際スイッチ４のオン条件は前記と同様、感電防止を考慮する。
たとえば受・給電体２の長さを８メートルとし、８ｍごとに３組の受・給電子１を設けた場合、２４メートルに亘り連続して電力を受け取れるので、車輌３は走りながら加速用電力を得ることになり、同時に車内蓄電器（池）があれば、それへの充電も可能となる。
【０００７】
ところで蓄電器（池）７の電力は、前述のブレーキによる電力のほかソーラ電源８または風力電源９より供給され、停車充電、発進加速時の電力として使われる。
売買電用積算電力計１１を通して商用電源１０から上記停車充電、発進加速時の電力を利用してもよい。
しかしながら蓄電器（池）７を設けると車輌３との電力授受時に発生するいわゆる負荷変動の影響を商用電源１０に与えず、好ましい。
以上、車輌３は従来のエンジン車に車輪駆動補助モータを付加したものを対象に述べたが、蓄電器（池）を車輌内に別途搭載した電気自動車に関しても車内搭載蓄電器（池）の電気量が充分であれば上記と同じ動作をしてもよい。
また、以上述べた車輌３への給電方法は、路面に頭出しする受・給電子１を使用した例であるが、路面１２の下に別途誘導コイルを埋め込んで、非接触でスポット的に給電しても良い。このばあい受・給電体２も誘導コイルで構成する。
【０００８】
【図２】は例えば特別路線の坂道に適用した場合の概要図である。
１４は登り車線、１５は下り車線、である。
たとえば前記車輌３が給電要求信号を出しながら登り車線１４を登るときは、受・給電子１は次々と頭だしし、接触を確認後、電力スイッチ４をオンにして車輌３に電力を供給する。
逆に、下り車線１５を前記車輌３が下る時も受・給電子１はつぎつぎと頭だしし、接触を確認後電力スイッチ４によりスイッチをオンにし、車輌３から本装置へ電力を供給する。
【０００９】
【図２】で６〜１１は
【図１】と同様の働きをする。
すなわち制御装置６は上記受・給電のほかソーラ電源８、風力電源９のエネルギーを蓄電器（池）７に貯め、充電量がオーバーになるとインバータ（売買電用電力計１１込み）１９を経て商用電源１０に売電し、足りなくなると買電する。
【図２】で
【図１】と異なるのは、他の受・給電装置設置点たとえば
【図１】の停留所と他の停留所とを電力共通線１８で結び、蓄電器（池）７や風力電源９を１個にしたことで、高価な蓄電器（池）を少なくしたことにある。
加速や登坂中というエネルギーを消費する車輌数とブレーキ中でエネルギーを供給する車輌数がほぼ同じだと、前記蓄電器（池）容量は小さくて良い。
また、受・給電子装置を使用した車輌３等の番号と電力量を制御装置６は記憶し、別途課金・買電センターに送信してもよい。
同様にソーラ電源、風力電源、商用電源の使用量を売買電センターに送信してもよい。
【００１０】
上記ブレーキ電力、ソーラ電力、風力電力はＣＯ２など発生しないクリーンなエネルギーで、かつ制御装置６の制御により自動的に蓄電器（池）に蓄えられるので、設備の償却後燃料コストは無料に近くなる。
また、たとえば災害時に車輌３以外の救急装置を受・給電子１上に置き、電力を得ることもできる。
【００１１】
【図３】は、受・給電子１の構造概要の１例である。
同図で２１は路面等に埋め込むブロックで、２つの貫通孔２０を備え、２つの接触子２２が前記貫通孔２０に沈み、車輌３通過時頭だしする。
２つの上下動縦レバー２３はバネ付きで前記接触子２２を支えている。
上下動横レバー２７は中心にネジ孔があり、小型モータ２５のネジ切り回転軸２６の回転方向により、上下する。
信号制御器５は、まず前記車輌３からの受・給電要求が正当である場合、接触子２２を貫通孔２０を通って頭だしし、さらに接触子２２の双方に車輌３から送られる高周波電流が流れている場合に限り、別途電力用スイッチ４をオンにして接触子２２に通電する。
上記の動作が終了した時、電力スイッチ４もオフにし小型モータ２５を逆回転させ、接触子２２を貫通孔２０の中に沈める。
本受・給電子は貫通孔２０より雨水が流れ込み、排水溝２８に流失するので、一種の排水装置と見なしてもよい。
なお、防水ケース２９は小型モータ２５と信号制御器１６・１７を格納し、浸水から守る役割をする。
【本発明による効果】
以上本発明によれば、停留所の前後、坂道の上下等でのエネルギーを車輌に与えまたは回収できるため、完全に電気だけの大型車輌−とくに都市での特定ルートでの巡回車（路面電車、ゴミ収集車、配送車、福祉車）など停車、走行を繰り返す車輌−は車内搭載エネルギーが小さくても実用可能になる。
このため、かなりの車輌が電気化され、排ガス・地球温暖化防止に役立ち、都市市街地の生活空間（歩行者と車輌の共存）が再生化されることが期待できる。
また、ソーラ電源または風力電源または車輌のブレーキ電源を複数または単一で利用が基本のため、〈商用電源は過不足のとき利用〉原価償却後の燃料は非常に安価になることが予想され、石油など資源のない我国の都市交通システムとして、効果は大きいと思われる。
（また、震災時・救急時の電源としても別途利用できる。）
【図面の簡単な説明】
【図１】：停留所での設置例概要図
【図２】：坂道での設置例概要図
【図３】：接触式受・給電子　構成概要図
１：（スポット）受・給電子
２：受・給電体
３：車輌（受・給電体、駆動モータ付き）
４：電力スイッチ　　　　　　　　１８：共通電力線
５：信号制御器　　　　　　　　　１９：インバータ（売買電用積算器込み）
６：制御装置（マイクロコンピュータ内蔵）　２０：貫通孔
７：蓄電器（池）　　　　　　　　２１：路面埋込みブロック〈排水溝〉
８：ソーラ電源　　　　　　　　　２２：接触子
９：風力電源　　　　　　　　　　２３：上下動縦レバー
１０：商用電源　　　　　　　　　　２４：支点
１１：売買電用積算電力計　　　　　２５：小型モータ
１２：地面　　　　　　　　　　　　２６：ネジ切り回転軸
１３：停留所　　　　　　　　　　　２７：上下動横レバー
１４：上り坂車線　　　　　　　　　２８：排水溝
１５：下り坂車線　　　　　　　　　２９：防水ケースTECHNICAL FIELD OF THE INVENTION
Tram, patrol car, diesel car, disaster power supply [conventional technology]
[0001]
2. Description of the Related Art Conventionally, as a representative of an electric vehicle and a device for receiving and supplying electric power, there are overhead lines of trains and trolleys.
However, the overhead line is very long, the equipment to support it is huge, and the scenery is bad.
Also, the vehicle has no freedom to overtake the preceding vehicle.
Recently, a so-called spot power supply has been buried on the road surface, a power receiving overhead line has been provided under the floor of the electric vehicle, and power is supplied only when passing over the spot power supply, and the other sections run on the power of the on-board battery (pond). Methods have also been proposed.
However, the above-mentioned power supply is intended to supply power only to the electric vehicle equipped with a storage battery (pond) only during stopping power supply and during a start (acceleration) section.
[Problems to be solved by the invention]
[0002]
The conventional power supply device only supplies power to a vehicle, but the present invention provides a function of receiving power generated by a brake motor in front of a stop or on a downhill.
In addition, it is possible to take in clean power without CO2 emission that prevents global warming.
The captured electric power may be sold to a commercial power source, or may be stored in a battery (a pond) and used for charging or starting (accelerating) the vehicle (a stationary regenerative device).
The power supply and the power reception are performed alternately, so that the size of the battery (pond) constituting the power receiving / power supply device can be reduced.
In addition, the present receiving / feeding device can be used by adding a few parts to not only electric vehicles but also conventional engine vehicles, so that exhaust gas and fuel can be reduced.
[Means for Solving the Problems]
[0003]
FIG. 1 is a schematic example in which a receiving / feeding device according to the present invention is installed near a stop or near an intersection.
Reference numeral 1 denotes an example in which two sets of receiving / supplying electrons are buried on the road surface, however, more sets may be provided.
Reference numeral 3 denotes a motor for directly or auxiliary driving wheels, a receiving / feeding body 2 corresponding to a vehicle length mounted below the floor, and a transmitter / receiver for transmitting / receiving signals such as a receiving / supplying request and a vehicle number. And the vehicle is not necessarily equipped with a battery (a pond).
Reference numeral 4 denotes a power switch for controlling the contact head to start from the receiving electron 1 when the vehicle 3 approaches and for exchanging power with the vehicle 3.
[0004]
Reference numeral 5 denotes a signal controller for detecting contact with the receiving / feeding body 2 and exchanging signals such as the number of the vehicle 3, request data, and the position of the next receiving / feeding device. Reference numeral 6 denotes a control device for processing and controlling the entire information, 7 denotes a storage battery (pond), 8 denotes a solar power source, 9 denotes a wind power source, 10 denotes a commercial power source, and 11 denotes an integrated power meter for trading power.
First, the operation in the brake section will be described with reference to the drawing. The vehicle 3 travels from the right side while transmitting a signal of a power receiving request, and approaches the rightmost receiving / supplying electron 1 in the drawing.
Then, the rightmost signal controller 5 and the control device 6 in the same figure analyze the signal from the vehicle 3 and, if valid, perform the heading of the rightmost receiving / supplying electron 1.
Next, after confirming that the receiving / supplying electronic device 1 and the receiving / supplying unit 2 are properly contacted, the power switch 4 is turned on to receive the electric power from the motor of the vehicle 3. It is stored in a battery (pond) 7 via the electron 1.
As a result, the vehicle 3 is braked, and the amount of power stored in the battery 7 is stored in the control device 6 together with the vehicle number.
Power may be sold to the commercial power source 10 instead of being stored in the battery (pond).
[0005]
However, from the viewpoint of preventing electric shock, the switch 4 is turned on only when other conditions are satisfied.
One of the conditions is that the receiving / supplying electron 1 is heading out, and the second is that a high-frequency signal is superimposed on the receiving / supplying body 2 (in the case of two) of the vehicle 3 to receive / supply. That is, it can be detected at both ends of the electron 1 (in the case of two electrons).
However, a choke coil is provided inside the power receiving / supplying body 2 and inside the power receiving / supplying electrode 1, so that the high frequency signal does not flow to other parts.
The receiver / supplier 1 thus found out is surely under the vehicle 3 and is in normal contact with the receiver / feeder 2 (both of the two sets). Sparks do not occur when power is supplied through the
[0006]
Next, the operation when the vehicle 3 starts in FIG. 1 will be described.
When the vehicle 3 steps on the accelerator pedal while issuing a power supply request signal, the receiving / supplying electric power 1 starts as described above, and the electric power of the storage battery (pond) 7 is transmitted to the wheel driving auxiliary motor of the vehicle 3 through the receiving / powering body 2. .
At this time, the ON condition of the switch 4 takes into consideration the prevention of electric shock as described above.
For example, when the length of the power receiving / feeding body 2 is set to 8 meters and three sets of power receiving / supplying electrodes 1 are provided every 8 m, power can be continuously received over 24 meters. , And at the same time, if there is an in-vehicle battery (pond), it can be charged.
[0007]
By the way, the electric power of the storage battery (pond) 7 is supplied from a solar power supply 8 or a wind power supply 9 in addition to the electric power by the above-mentioned brake, and is used as electric power at the time of stopping charging, starting acceleration.
The electric power at the time of the above-described stop charging and starting acceleration may be used from the commercial power supply 10 through the integrated power meter 11 for trading power.
However, it is preferable to provide the electric storage device (pond) 7 because the influence of the so-called load fluctuation that occurs when the electric power is exchanged with the vehicle 3 is not given to the commercial power supply 10.
As described above, the vehicle 3 has been described as being applied to a conventional engine vehicle to which a wheel drive auxiliary motor is added. However, in the case of an electric vehicle in which a battery (pond) is separately mounted in the vehicle, the amount of electricity of the vehicle-mounted battery (pond) is reduced. If sufficient, the same operation as described above may be performed.
The above-described power supply method for the vehicle 3 is an example in which the receiving / supplying power 1 that is located on the road surface is used. However, an induction coil is separately buried under the road surface 12 to supply power in a non-contact spot manner. You may. In this case, the receiving / feeding body 2 is also formed of an induction coil.
[0008]
FIG. 2 is a schematic diagram of a case where the present invention is applied to, for example, a slope on a special route.
14 is an up lane and 15 is a down lane.
For example, when the vehicle 3 climbs the ascending lane 14 while issuing a power supply request signal, the power receiving / supplying power 1 heads out one after another, and after confirming contact, turns on the power switch 4 to supply power to the vehicle 3. .
Conversely, also when the vehicle 3 descends on the down lane 15, the power receiving / supplying power 1 heads out one after another. After confirming the contact, the power switch 4 is turned on to supply power to the apparatus from the vehicle 3.
[0009]
In FIG. 2, 6 to 11 have the same function as that of FIG.
That is, the control device 6 stores the energy of the solar power supply 8 and the wind power supply 9 in the battery 7 in addition to the above-mentioned receiving / supplying power. It sells electricity to 10 and buys electricity when it runs out.
FIG. 2 is different from FIG. 1 in that another receiving / feeding device installation point, for example, a stop at [FIG. 1] and another stop are connected by a common power line 18, and a battery (pond) 7 and a wind power source are connected. By reducing the number of cells to one, the number of expensive capacitors (ponds) was reduced.
If the number of vehicles consuming energy during acceleration or climbing is almost the same as the number of vehicles supplying energy during braking, the capacity of the battery (pond) may be small.
Further, the control device 6 may store the number and the electric energy of the vehicle 3 or the like using the receiving / supplying electronic device, and may separately transmit the number to the charging / purchasing center.
Similarly, the usage of the solar power, the wind power, and the commercial power may be transmitted to the power trading center.
[0010]
The above-mentioned brake power, solar power, and wind power are clean energy that does not generate CO2 or the like, and are automatically stored in a battery (a pond) under the control of the control device 6, so that the fuel cost after amortization of the equipment is nearly free.
Also, for example, in the event of a disaster, an emergency device other than the vehicle 3 can be placed on the receiving / supplying power supply 1 to obtain power.
[0011]
FIG. 3 is an example of an outline of the structure of the receiving / supplying electronic device 1;
In the figure, reference numeral 21 denotes a block to be embedded in a road surface or the like.
The two vertical levers 23 support the contact 22 with a spring.
The vertical movement horizontal lever 27 has a screw hole at the center, and moves up and down according to the rotation direction of the threaded rotary shaft 26 of the small motor 25.
If the request for receiving and supplying power from the vehicle 3 is valid, the signal controller 5 starts the contact 22 through the through hole 20, and furthermore, the high-frequency current transmitted from the vehicle 3 to both of the contacts 22. Only when power is flowing, the power switch 4 is separately turned on to energize the contact 22.
When the above operation is completed, the power switch 4 is also turned off, the small motor 25 is rotated in the reverse direction, and the contact 22 is sunk into the through hole 20.
This receiving / supplying electron may be regarded as a kind of drainage device because rainwater flows from the through hole 20 and flows down into the drainage groove 28.
Note that the waterproof case 29 stores the small motor 25 and the signal controllers 16 and 17 and serves to protect the small motor 25 from flooding.
[Effects of the present invention]
According to the present invention, since energy can be given to or collected from vehicles before and after a stop, up and down hills, etc., large vehicles that are completely electric only-especially patrol cars (trams, trash cars, etc.) on specific routes in cities. Vehicles that repeatedly stop and run, such as collection vehicles, delivery vehicles, and welfare vehicles, can be put to practical use even if the on-board energy is small.
For this reason, a considerable amount of vehicles are electrified, which is useful for preventing exhaust gas and global warming, and can be expected to regenerate living spaces in urban urban areas (coexistence of pedestrians and vehicles).
In addition, since solar power or wind power or vehicle brake power is basically used in multiple or single applications, <commercial power is used when it is in excess or shortage> Fuel after cost amortization is expected to be very cheap, The effect seems to be great for Japan's urban transportation system without resources such as oil.
(It can also be used separately as a power source during an earthquake or emergency.)
[Brief description of the drawings]
Fig. 1: Schematic of installation example at a stop [Fig. 2]: Schematic of installation example on a slope [Fig. 3]: Schematic of contact type receiving / supplying power supply 1: Schematic diagram of (spot) receiving / supplying power supply 2: receiving・ Power supply 3: Vehicle (with receiver / power supply and drive motor)
4: Power switch 18: Common power line 5: Signal controller 19: Inverter (Integrator for power trading)
6: Control device (built-in microcomputer) 20: Through hole 7: Battery (pond) 21: Road surface embedded block <drainage ditch>
8: Solar power supply 22: Contact 9: Wind power supply 23: Vertical movement vertical lever 10: Commercial power supply 24: Support point 11: Integrated power meter for trading power 25: Small motor 12: Ground 26: Threaded rotary shaft 13: Stop 27 : Vertical lever 14: Uphill lane 28: Drainage groove 15: Downhill lane 29: Waterproof case

Claims (7)

路面・構内の停留所や交差点に近づく部分（ブレーキ区間）と離れる部分（停止・加速区間）、または登り坂（停止・加速区間）と下り坂（ブレーキ区間）に埋設されたスポット受・給電子と、前記スポット受・給電子が車輌床下に張られた受・給電体と正常に接触したことを検出する信号制御器と、受・給電電力スイッチと、前記車輌との間で受・給電電力とソーラ電力または風力電力または商用電力のやりとりを制御する制御装置とからなり、前記受・給電子と前記受・給電体が正常に接触していることを確認後、ブレーキ区間においては前記車輌より電力を取り込み、停止・加速区間においては前記車輌に電力を供給することを特徴とした受・給電装置A part of the road or on the premises that approaches a stop or intersection (brake section) and a part that is farther away (stop / acceleration section), or spot receiving / supplying electricity embedded on an uphill (stop / acceleration section) and downhill (brake section) A signal controller for detecting that the spot receiving / supplying electrons have normally contacted a receiving / supplying body stretched under the vehicle floor, a receiving / supplying power switch, and a receiving / supplying power between the vehicle and A control device for controlling the exchange of solar power or wind power or commercial power, and after confirming that the receiving / supplying electricity and the receiving / supplying body are normally in contact with each other, power is supplied from the vehicle in the brake section. Receiving and supplying power to the vehicle in a stop / acceleration section 蓄電器（池）を設け、前記車輌との受・給電電力またはソーラ電力または風力電力を前記蓄電器（池）との間でやりとりし、過不足電力を商用電力と売買電することを特徴とした【請求項１】に記載の受・給電装置A power storage device (pond) is provided, receiving / supplying power or solar power or wind power from / to the vehicle is exchanged with the power storage device (pond), and excess / deficient power is traded with commercial power. Receiving and feeding device according to claim 1. 複数の前記受・給電装置を共通線で接続し、共通の前記蓄電器（池）または風力発電機を前記共通線に接続することを特徴とした【請求項１】に記載の受・給電装置2. The receiving / feeding device according to claim 1, wherein a plurality of said receiving / feeding devices are connected by a common line, and a common storage device (pond) or a wind power generator is connected to said common line. 前記スポット受・給電子および前記受・給電体として誘導コイルを、それぞれ用いたことを特徴とする【請求項１】に記載の受・給電装置2. The power receiving / feeding device according to claim 1, wherein an induction coil is used as each of the spot receiving / supplying electron and the receiving / powering body. 前記受・給電体に高周波信号を重畳し、前記受・給電子の２本の線間で前記高周波信号を検出した場合のみ前記電力スイッチをオンにし、電力のやりとりをおこなうこと特徴とした【請求項１】に記載の受・給電装置A high-frequency signal is superimposed on the power receiving / supplying body, and the power switch is turned on only when the high-frequency signal is detected between the two lines of the power receiving / supplying electron, and power is exchanged. Item 1] ネジ切りモータ軸の回転および逆回転により、前記車輌が近づいた時接触子が頭だしし、遠のくと沈み込むことを特徴とする【請求項１】に記載の受・給電子2. The receiving / supplying power supply according to claim 1, wherein the contact heads out when the vehicle approaches, and sinks away from the vehicle due to the rotation and reverse rotation of the threading motor shaft. 前記スポット送電子に流れる電流を計測、積算して自動車番号ごとに記憶し売買電データとして遠隔地に送信することを特徴とした【請求項１】に記載の制御装置2. The control device according to claim 1, wherein the current flowing in the spot transmission is measured, integrated, stored for each vehicle number, and transmitted to a remote place as power sales data.
JP2002338612A 2002-10-17 2002-10-17 Power receiving/feeding system Pending JP2004136860A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2002338612A JP2004136860A (en) 2002-10-17 2002-10-17 Power receiving/feeding system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2002338612A JP2004136860A (en) 2002-10-17 2002-10-17 Power receiving/feeding system

Publications (2)

Publication Number Publication Date
JP2004136860A true JP2004136860A (en) 2004-05-13
JP2004136860A5 JP2004136860A5 (en) 2005-05-26

Family

ID=32462682

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2002338612A Pending JP2004136860A (en) 2002-10-17 2002-10-17 Power receiving/feeding system

Country Status (1)

Country Link
JP (1) JP2004136860A (en)

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2413831A (en) * 2004-05-08 2005-11-09 Artem Kryvobok Regenerative train brake
JP2007006586A (en) * 2005-06-22 2007-01-11 Takenaka Komuten Co Ltd Cordless power supply panel
FR2910391A1 (en) * 2006-12-20 2008-06-27 Lohr Ind Electric energy collecting system for urban public transport vehicle, has sections including structure to distribute electric energy that serves to refill source with energy to provide driving energy along with additional energy to vehicle
EP2078634A1 (en) * 2008-01-11 2009-07-15 Alstom Transport S.A. Electric vehicle and associated transport system
FR2940201A1 (en) * 2008-12-22 2010-06-25 Delachaux Sa SYSTEMS AND CONNECTION ASSEMBLY FOR CHARGING AN ELECTRIC VEHICLE
WO2011054181A1 (en) * 2009-11-05 2011-05-12 Lu Zhongyuan Trolleybus and contact device for ground electric supply thereof
WO2011065233A1 (en) * 2009-11-24 2011-06-03 Kitaguchi Hiromasa Transport system capable of recharging vehicles while in motion
JP2013103546A (en) * 2011-11-11 2013-05-30 Nippon Sharyo Seizo Kaisha Ltd Electric power transfer system, electric power storage device, and rail car
JP2014227025A (en) * 2013-05-22 2014-12-08 国立大学法人豊橋技術科学大学 Electric power transmission path
WO2015029260A1 (en) * 2013-08-26 2015-03-05 Tasaki Katsuto Business model for establishing large-scale social power supply infrastructure system using power-generating vehicle
EP2993075A1 (en) * 2014-09-04 2016-03-09 ALSTOM Transport Technologies Method for controlling a land transport vehicle, land transport vehicle, ground equipment and transport system
KR20160043432A (en) * 2014-10-13 2016-04-21 한국철도기술연구원 Power supply system for vehicle using a semiconductor switching device

Cited By (26)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2413831B (en) * 2004-05-08 2006-06-28 Artem Kryvobok Effective train brake
GB2413831A (en) * 2004-05-08 2005-11-09 Artem Kryvobok Regenerative train brake
JP2007006586A (en) * 2005-06-22 2007-01-11 Takenaka Komuten Co Ltd Cordless power supply panel
US8232671B2 (en) 2006-12-20 2012-07-31 Lohr Industrie System for sporadic supply and tapping of electrical energy especially for an urban vehicle used for public transport
FR2910391A1 (en) * 2006-12-20 2008-06-27 Lohr Ind Electric energy collecting system for urban public transport vehicle, has sections including structure to distribute electric energy that serves to refill source with energy to provide driving energy along with additional energy to vehicle
WO2008087287A2 (en) * 2006-12-20 2008-07-24 Lohr Industrie System for sporadic supply and tapping of electrical energy especially for an urban vehicle used for public transport
WO2008087287A3 (en) * 2006-12-20 2009-01-15 Lohr Ind System for sporadic supply and tapping of electrical energy especially for an urban vehicle used for public transport
EP2078634A1 (en) * 2008-01-11 2009-07-15 Alstom Transport S.A. Electric vehicle and associated transport system
FR2926261A1 (en) * 2008-01-11 2009-07-17 Alstom Transport Sa ELECTRIC VEHICLE AND ASSOCIATED TRANSPORT SYSTEM
FR2940201A1 (en) * 2008-12-22 2010-06-25 Delachaux Sa SYSTEMS AND CONNECTION ASSEMBLY FOR CHARGING AN ELECTRIC VEHICLE
WO2010072785A3 (en) * 2008-12-22 2011-01-06 Delachaux S.A. Electrical coupling system for an electrical charging device
US8465303B2 (en) 2008-12-22 2013-06-18 Delachaux S.A. Electrical coupling system for an electrical charging device
US8627906B2 (en) 2008-12-22 2014-01-14 Delachaux S.A. Connection system for charging an electric vehicle
WO2011054181A1 (en) * 2009-11-05 2011-05-12 Lu Zhongyuan Trolleybus and contact device for ground electric supply thereof
WO2011065233A1 (en) * 2009-11-24 2011-06-03 Kitaguchi Hiromasa Transport system capable of recharging vehicles while in motion
JP2013103546A (en) * 2011-11-11 2013-05-30 Nippon Sharyo Seizo Kaisha Ltd Electric power transfer system, electric power storage device, and rail car
JP2014227025A (en) * 2013-05-22 2014-12-08 国立大学法人豊橋技術科学大学 Electric power transmission path
WO2015029260A1 (en) * 2013-08-26 2015-03-05 Tasaki Katsuto Business model for establishing large-scale social power supply infrastructure system using power-generating vehicle
JPWO2015029260A1 (en) * 2013-08-26 2017-03-02 勝人 田崎 Business model for constructing large-scale power supply infrastructure systems using power generation vehicles
EP2993075A1 (en) * 2014-09-04 2016-03-09 ALSTOM Transport Technologies Method for controlling a land transport vehicle, land transport vehicle, ground equipment and transport system
FR3025464A1 (en) * 2014-09-04 2016-03-11 Alstom Transp Tech METHOD FOR CONTROLLING A TERRESTRIAL TRANSPORT VEHICLE, GROUND TRANSPORT VEHICLE, GROUND EQUIPMENT, AND TRANSPORT SYSTEM
US9796399B2 (en) 2014-09-04 2017-10-24 Alstom Transport Technologies Method for controlling a land transport vehicle, land transport vehicle, ground equipment and transport system
US9811137B2 (en) 2014-09-04 2017-11-07 Alstom Transport Technologies Method for controlling a land transport vehicle, land transport vehicle, ground equipment and transport system
US9809234B2 (en) 2014-09-04 2017-11-07 Alstom Transport Technologies Method for controlling a land transport vehicle, land transport vehicle, ground equipment and transport system
KR20160043432A (en) * 2014-10-13 2016-04-21 한국철도기술연구원 Power supply system for vehicle using a semiconductor switching device
KR101629166B1 (en) * 2014-10-13 2016-06-13 한국철도기술연구원 Power supply system for vehicle using a semiconductor switching device

Similar Documents

Publication Publication Date Title
US20210402882A1 (en) Inductive power coupling systems for roadways
US6421600B1 (en) Roadway-powered electric vehicle system having automatic guidance and demand-based dispatch features
KR101231896B1 (en) Charging equipment of an electric car
US5573090A (en) Raodway-powered electric vehicle system having onboard power metering and communication channel features
RU2403154C2 (en) System and method for vehicle power supply using rf-band generators
CN102803007B (en) The drive system of rolling stock
CN104066636B (en) Travel controlling system
JP4369382B2 (en) Transportation system
CN107817792B (en) Intelligent public transportation system
CN101772437B (en) Power supply installation for a railway vehicle
US20110094840A1 (en) Electric highway system
JP2004136860A (en) Power receiving/feeding system
US11002167B2 (en) Wireless power transfer system
JP2002281610A (en) Urban traffic system using streetcar
JP2006174676A (en) Microwave transmitting system for vehicle and microwave receiving apparatus for vehicle
WO2011150677A1 (en) Combined system of electric automobile and charging road
JP2003164003A (en) Power supply system for electric rolling stock
JP3768982B2 (en) Intermittent power supply type electric vehicle system and electric vehicle
JP2015140174A (en) Vehicle transport system and electric power system
RU2520640C2 (en) Automotive transport power system with principle of periodic charging, discharging
Novales Overhead wires free light rail systems
CN109664789A (en) A kind of multifunctional intellectual charging method and device
JP2004104979A (en) Electric vehicle driving apparatus
JP7336917B2 (en) Electric railway power supply system
JPH07154904A (en) On-road charging electric automobile

Legal Events

Date Code Title Description
A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20040727

A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20040727

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20051020

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20051101

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20051208

A02 Decision of refusal

Free format text: JAPANESE INTERMEDIATE CODE: A02

Effective date: 20060530