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WO2010076976A4 - Electric vehicle transportation system - Google Patents

Electric vehicle transportation system Download PDF

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Publication number
WO2010076976A4
WO2010076976A4 PCT/KR2009/007007 KR2009007007W WO2010076976A4 WO 2010076976 A4 WO2010076976 A4 WO 2010076976A4 KR 2009007007 W KR2009007007 W KR 2009007007W WO 2010076976 A4 WO2010076976 A4 WO 2010076976A4
Authority
WO
WIPO (PCT)
Prior art keywords
electric power
power supply
electric
rail
power acquisition
Prior art date
Application number
PCT/KR2009/007007
Other languages
French (fr)
Other versions
WO2010076976A3 (en
WO2010076976A2 (en
Inventor
Chuntaek Rim
Original Assignee
Korea Advanced Institute Of Science And Technology
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 Korea Advanced Institute Of Science And Technology filed Critical Korea Advanced Institute Of Science And Technology
Publication of WO2010076976A2 publication Critical patent/WO2010076976A2/en
Publication of WO2010076976A3 publication Critical patent/WO2010076976A3/en
Publication of WO2010076976A4 publication Critical patent/WO2010076976A4/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M1/00—Power supply lines for contact with collector on vehicle
    • B60M1/02—Details
    • B60M1/10—Arrangements for energising and de-energising power line sections using magnetic actuation by the passing vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/04—Current collectors for power supply lines of electrically-propelled vehicles using rollers or sliding shoes in contact with trolley wire
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/42—Current collectors for power supply lines of electrically-propelled vehicles for collecting current from individual contact pieces connected to the power supply line
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/12—Inductive energy transfer
    • B60L53/126—Methods for pairing a vehicle and a charging station, e.g. establishing a one-to-one relation between a wireless power transmitter and a wireless power receiver
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/35—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles
    • B60L53/38—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles specially adapted for charging by inductive energy transfer
    • B60L53/39—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles specially adapted for charging by inductive energy transfer with position-responsive activation of primary coils
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/60—Monitoring or controlling charging stations
    • B60L53/62—Monitoring or controlling charging stations in response to charging parameters, e.g. current, voltage or electrical charge
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M1/00—Power supply lines for contact with collector on vehicle
    • B60M1/36—Single contact pieces along the line for power supply
    • 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the present invention relates to an electric vehicle transportation system including a road provided with an electric power supply rail and an electric vehicle designed to travel with an electric power supplied from the electric power supply rail; and, more particularly, to an electric vehicle transportation system capable of ensuring safety and also capable of preventing an electric power acquisition unit of an electric vehicle from colliding with an obstacle on a road and thereby protecting the electric power acquisition unit against damage.
  • An electric vehicle refers to a vehicle designed to operate with electric energy for its drive.
  • the electric vehicle emits no exhaust gas and produces an extremely low level of noises, prompting the pursue of its research and development.
  • Typical electric vehicles are of the type having a rechargeable battery as an energy source mounted inside the body thereof and traveling only with the electric energy charged in the rechargeable battery.
  • the rechargeable battery needs to have a maximum allowable capacity, which leads to an increase in the weight of the battery and a reduction in the efficiency, e.g., fuel economy, of the electric vehicles.
  • the electric vehicles of this type there is no need to mount a large-capacity rechargeable battery inside the electric vehicles.
  • the electric vehicles On the road along which the electric wire extends, the electric vehicles may travel while recharging a small-capacity battery mounted therein.
  • U.S. Patent No. 5,134,254 discloses an electric vehicle system in which an electric vehicle can travel with the electric power supplied from an electric wire extending along a road.
  • segmented electric wires having a specified length are arranged along a rail in an end-to-end relationship.
  • the electric vehicle is provided with a trolley through which the electric power can be supplied to the electric vehicle from the segmented electric wires.
  • Switches for controlling an electric current to be selectively supplied to the segmented electric wires are attached to the segmented electric wires. This allows the electric current to be supplied to only the segmented electric wire over which the electric vehicle passes at a given time, thereby ensuring the safety of pedestrians.
  • the electric current flowing through the segmented electric wires may be leaked through rainwater, thereby endangering the safety of the pedestrians.
  • the trolley may collide with the obstacle and may be damaged, disabling the electric vehicle, which may, in turn, cause traffic congestion.
  • a primary object of the present invention to provide an electric vehicle system capable of preventing pedestrians from receiving an electric shock through an electric wire for use in supplying an electric current to an electric vehicle or through an electric power acquisition unit provided in the electric vehicle.
  • Another object of the present invention is to provide an electric vehicle system capable of preventing an electric power acquisition unit from colliding with an obstacle present on a road and keeping the electric power acquisition unit free from damage.
  • a still another object of the present invention is to provide an electric vehicle system capable of ensuring that an electric power supply rail extending along a road does not hinder the movement of an electric vehicle.
  • an electric power supply system for supplying an electric power to an electric vehicle, comprising: an electric power supply rail including a plurality of electrically conductive rail segments arranged with gaps each of which is provided between two neighboring conductive rail segments; and a safety ground line provided alongside the electric power supply rail, wherein the conductive rail segments include ground rail segments and non-ground rail segments alternately arranged along the electric power supply rail, wherein the ground rail segments are connected to the safety ground line, and wherein when the electric vehicle travels above the electric power supply rail, one of the non-ground rail segments right below the electric vehicle is selectively supplied with an electric potential different from that of the ground rail segment adjoining thereto.
  • an electric power acquisition apparatus for an electric vehicle which is supplied with an electric power from an electric power supply system including an electric power supply rail with a plurality of electively conductive rail segments, comprising: a pair of electric power acquisition members arranged to be spaced apart in a length direction of the electric vehicle for making contact with two neighboring conductive rail segments of the electric power supply system, wherein each of the electric power acquisition members includes a magnet for making contact with one of the conductive rail segments of the electric power supply rail by a magnetic attracting force; and an electric power acquisition shoe supplied with an electric current from one of the conductive rail segments.
  • an electric power supply system for supplying an electric power to an electric vehicle, comprising: an electric power supply rail including a plurality of electric power supply coils arranged, wherein alternating currents with a different phase are selectively and respectively supplied to two neighboring electric power supply coils right below the electric vehicle traveling above the electric power supply rail.
  • an electric power acquisition apparatus for an electric vehicle, which is supplied with an electric power from an electric power supply system including an electric power supply rail with a plurality of electric power supply coils arranged to be spaced apart, comprising: an electric power acquisition member for generating an electric current by electromagnetic induction between the electric power acquisition member and the electric power supply coils, the electric power acquisition member including an electric power acquisition plate and an electric power acquisition coil wound on the electric power acquisition plate, wherein the electric current is induced in the electric power acquisition member only when the electric power acquisition plate forms a closed circuit with two of the electric power supply coils.
  • the sum of the length of two conductive rail segments through which an electric power is supplied to the electric vehicle is smaller than two thirds of the length of the electric vehicle. This makes sure that the conductive rail segments engaged in a current-supplying operation are not exposed to an outside of the electric vehicle. As a result, it is possible to prevent pedestrians from touching the current-flowing conductive rail segments, thereby protecting the pedestrians against an electric hazard.
  • a safety ground line is installed near the electric power supply rail, to thereby protect the pedestrians from receiving an electric shock even in a rainy weather.
  • the electric power acquisition unit includes a pair of rollers spaced apart in a length direction of the electric vehicle and a pair of electric power acquisition members provided between the rollers in such a fashion as to make contact with two neighboring conductive rail segments at a time. This makes it possible to prevent the electric power acquisition members from making direct collision with an obstacle.
  • an obstacle sensor is provided to prevent the electric power acquisition members from colliding with an obstacle, ensuring the electric power acquisition unit free from damage.
  • the electric power supply rail has a relatively narrow width and, therefore, does not hinder the movement of the electric vehicle running on the road along which the electric power supply rail extends.
  • Fig. 1 is a partial cross-sectional side view showing an electric vehicle transportation system in accordance with one embodiment of the present invention
  • Fig. 2 is a partial cross-sectional front view of the electric vehicle transportation system shown in Fig. 1;
  • Fig. 3 is a plan view showing a road on which an electric power supply rail and a safety ground line are installed;
  • Fig. 4 is an enlarged view depicting an electric power acquisition unit attached to a lower portion of an electric vehicle
  • Fig. 5 is a side section view illustrating one example of electric power acquisition members of the electric power acquisition unit shown in Fig. 4;
  • Fig. 6 is a partial cross-sectional side view showing an electric vehicle which is being supplied with electricity at a charging station;
  • Fig. 7 is a partial cross-sectional side view showing an electric vehicle transportation system in accordance with another embodiment of the present invention.
  • Fig. 8 is a partial cross-sectional front view of the electric vehicle transportation system shown in Fig. 7;
  • Fig. 9 is a plan view showing an electric power supply rail employed in an electric vehicle transportation system in accordance with a further embodiment of the present invention.
  • Fig. 10 is a partial cross-sectional side view showing an electric vehicle transportation system in accordance with the further embodiment of the present invention.
  • Fig. 11 is a partial cross-sectional front view of the electric vehicle transportation system shown in Fig. 10.
  • Fig. 1 is a partial cross-sectional side view showing an electric vehicle transportation system in accordance with one embodiment of the present invention.
  • Fig. 2 is a partial cross-sectional front view of the electric vehicle transportation system shown in Fig. 1.
  • Fig. 3 is a plan view showing a road which forms a part of the electric vehicle transportation system.
  • the electric vehicle transportation system in accordance with one embodiment of the present invention includes a road 100 provided with an electric power supply rail 110, and an electric vehicle 200 traveling with an electric power supplied from the electric power supply rail 110.
  • the electric power supply rail 110 serves to supply an electric power to the electric vehicle 200 and includes a plurality of elongated electrically conductive rail segments 120 arranged in an end-to-end relationship along the moving direction of the electric vehicle 200 with a specified gap left therebetween.
  • the rail segments 120 are buried in the underground of the road 100 leaving their top surfaces exposed on the surface of the road 100.
  • the reason for the specified gap being left between the two conductive rail segments 120 is to prevent an electric current from flowing between the neighboring conductive rail segments 120 and to ensure that an electric current flows to the conductive rail segments 120 only over which the electric vehicle 200 lies at a given time, thereby keeping pedestrians against an electric shock.
  • the electric vehicle 200 is supplied with an electric power through a pair of neighboring conductive rail segments 120a and 120b.
  • the length of one of the conductive rail segments 120 is smaller than one third of the length of the electric vehicle 200.
  • the length of one of the conductive rail segments 120 is set smaller than one third of the length of the shortest electric vehicle. This is to make sure that the pair of conductive rail segments 120a and 120b engaged in a current-supplying operation is always positioned under the electric vehicle 200, thereby preventing pedestrians from receiving an electric shock through the conductive rail segments 120a and 120b.
  • the conductive rail segments 120 are preferably made of a rustproof material with enhanced conductivity, e.g., stainless steel. This makes it possible for the conductive rail segments 120 to make reliable contact with the electric power acquisition members 222 of the electric vehicle 200 to be described below.
  • the conductive rail segments 120 also preferably have a magnetic property in order to make a smooth contact with the electric power acquisition members 222 as will be explained below.
  • the electric power supply rail 110 along which the conductive rail segments 120 are arranged in an end-to-end relationship has a width of 10 cm or less.
  • the frictional force between a tire and a metal surface is smaller than the frictional force between a tire and an asphalt or concrete surface.
  • a magnetic insulating body 121 for electrically isolating the neighboring conductive rail segments 120 from each other.
  • a ferrite material or an amorphous material may be used as the magnetic insulating body 121.
  • one of the pair of conductive rail segments 120 engaged in a current-supplying operation serves as a ground rail segment 120a connected to a ground wire 130 and the other serves as a non-ground rail segment 120b connected to an electrode with an electric potential, e.g., a positive electric potential, so as to create a potential difference between itself and the ground rail segment 120a.
  • an electric potential e.g., a positive electric potential
  • an electric power supply wire 131 Through the conductive rail segments 120, there is provided an electric power supply wire 131 through which the electric potential is supplied to the non-ground rail segment 120b.
  • a switch 132 is arranged between the electric power supply wire 131 and the non-ground rail segment 120b.
  • a signal transmitting unit 211 for generating a radio signal is installed on the body 210 of the electric vehicle 200.
  • a control box 140 responsive to a radio signal supplied from the signal transmitting unit 211 for turning on the switch 132 so that an electric current can be supplied to only the non-ground rail segment 120b lying under the electric vehicle 200.
  • the control box 140 includes a signal receiving unit 141 for receiving a radio signal from the signal transmitting unit 211 and a controller 142 for controlling the operation of the switch 132.
  • the control box 140 is provided in a one-to-one correspondence with the switch 132 in the illustrated embodiment, a plurality of switches may be controlled by a single control box.
  • a safety ground line 112 is installed at lateral sides of the insulating member 111 so that they can be exposed on the surface of the road 100.
  • the safety ground line 112 extends along the rail segments 120, i.e., the ground and the non-ground rail segments 120a and 120b.
  • the electric power supply rail 110, the insulating member 111, the safety ground line 112, the ground wire 130 and the electric power supply wire 131 are surrounded by an enclosure member 115.
  • the electric power supply rail 110, the insulating member 111 and the safety ground line 112 are installed in a height-adjustable manner.
  • the upper surface of the electric power supply rail 110, the insulating member 111 and the safety ground line 112 may be damaged as they make contact with the tire of the electric vehicle 200 traveling on the road 100.
  • the upper surface thereof can be made flush with the surface of the road 100. This will help maintain the surface of the road 100 in a good condition.
  • Fig. 3 is a plan view showing the road that forms a part of the electric vehicle transportation system.
  • the safety ground line 112 is installed to extend along the opposite lateral sides of the electric power supply rail 110.
  • the safety ground line 112 serves to prevent the electric fields generated in the conductive rail segments 120 from leaking out, for example, to an outside of the electric power supply rail 110 even in a rainy weather. This makes it possible to protect pedestrians against an electric shock.
  • the ground rail segment 120a and the safety ground line 112 are interconnected by a connector line 113.
  • the safety ground line 112 and the connector line 113 cooperate to form a closed circuit which in turn is connected to the ground wire 130 through the ground rail segment 120a, whereby the closed circuit is electrically grounded.
  • the non-ground rail segment 120b is surrounded by the safety ground line 112 and the connector line 113 so that the electric fields generated in the non-ground rail segment 120b are oriented toward the closed circuit formed of the safety ground line 112 and the connector line 113. This makes it possible to prevent the electric fields from leaking out and to ensure the safety of pedestrians even in a rainy weather.
  • a rechargeable battery 212 that can be charged with the electric power supplied from the electric power supply rail 110 is installed in the body 210 of the electric vehicle 200.
  • the electric vehicle 200 can be continuously supplied with an electric power while traveling along the road 100 provided with the electric power supply rail 110. This makes it possible to reduce the size of the rechargeable battery 212.
  • a signal transmitting unit 211 for transmitting a radio signal to the control box 140 on the road 100 is installed in the body 210 of the electric vehicle 200.
  • an electric power acquisition unit (or a pantograph) 220 that acquires an electric power by making contact with the ground rail segment 120a and the non-ground rail segment 120b adjoining each other.
  • Fig. 4 shows the detailed configuration of the electric power acquisition unit 220.
  • a rotating shaft 226 is connected to a lower portion of the body 210 of the electric vehicle 200 through a bearing 227 for rotation in a transverse direction within a plane parallel to the surface of the road 100. Further, a rod-shaped guide member 215 extending in a width direction of the electric vehicle 200 is fixed to a lower surface of the body 210 of the electric vehicle 200.
  • the rotating shaft 226 has a coupling hole 228 through which the rotating shaft 226 is coupled with the guide member 215, referring again to Fig. 2.
  • the rotating shaft 226 is also fixed to an upper support member 229 of an elongated shape in a length direction of the body 210 under the electric vehicle 200.
  • the electric power acquisition unit 220 is also provided with a pair of link members 224 connected to the front and back end portions of the upper support member 229, respectively.
  • one end of each of the link members 224 is hingedly connected to the upper support member 229 so that the respective link members 224 can pivotally move about their hinge axes in a back-and-forth direction within a plane perpendicular to the surface of the road 100.
  • the electric power acquisition unit 220 includes a lower support member 223 also having an elongated shape, whose end portions are hingedly connected to the link members 224 under the upper support member 229.
  • the upper support member 229, the link members 224 and the lower support member 223 are connected to form a tetragonal shape.
  • the electric power acquisition unit 220 further includes a pair of rollers 221 arranged at the front and back end portions of the lower support member 223 to be spaced apart in a length direction of the body 210; and a pair of electric power acquisition members 222 provided between the rollers 221 and installed on the lower support member 223 in such a manner as to make contact with two mutually-adjoining conductive rail segments 120a and 120b. It is preferred that the spacing between the electric power acquisition members 222 is equal to the distance between the neighboring magnetic insulating bodies 121.
  • Each of the electric power acquisition members 222 includes a magnet 222a making contact with one of the conductive rail segments 120 by a magnetic attracting force and a conductive acquisition shoe 222b supplied with an electric current from one of the conductive rail segments 120.
  • the lower surface of each of the electric power acquisition members 222 making contact with one of the conductive rail segments 120 includes the surface of the magnet 222a and the surface of the acquisition shoe 222b.
  • one of the electric power acquisition members 222 comes into contact with the ground rail segment 120a and the other makes contact with the non-ground rail segment 120b to receive an electric current from the electric power supply rail 110.
  • each of the electric power acquisition members 222 can be kept in contact with the conductive rail segments 120 and the magnetic insulating bodies 121 and can continue to follow the electric power supply rail 110. Thanks to the provision of the acquisition shoe 222b, each of the electric power acquisition members 222 can transfer an electric current to the rechargeable battery 212 through the acquisition shoe 222b. Since the electric power acquisition members 222 follow the electric power supply rail 110 in a sliding manner, the electric car 200 may be operated without the rollers 221.
  • the rotating shaft 226 turns in a transverse direction so that the electric power acquisition members 222 can follow the electric power supply rail 110.
  • the rotating shaft 226 is installed in a front end portion of the upper support member 229.
  • the link members 224 and the lower support member 223 would continuously rotate in random directions.
  • the guide member 215 extends through the coupling hole 228 of the rotating shaft 226 so that the rotating shaft 226 can make sliding movement together with the other components of the electric power acquisition unit 220 in a width direction along the guide member 215.
  • the rotating shaft 226 can move in a width direction along the guide member 215, allowing the electric power acquisition unit 220 to follow the electric power supply rail 110.
  • a resilient biasing unit 225 e.g., a spring, is installed between the upper support member 229 and the link members 224.
  • the resilient biasing unit 225 serves to move the electric power acquisition members 222 upwardly away from the surface of the road 100 when the electric power acquisition members 222 get derailed from the electric power supply rail 110, namely when no magnetic attracting force acts between the conductive rail segments 120 and the magnet 222a of each of the electric power acquisition members 222.
  • the magnetic attracting force acting between the magnet 222a of each of the electric power acquisition members 222 and the electric power supply rail 110 overwhelms the biasing force of the resilient biasing unit 225, thereby allowing the electric power acquisition members 222 to follow the electric power supply rail 110. If the electric power acquisition members 222 are derailed from the electric power supply rail 110, however, the electric power acquisition members 222 are moved away from the surface of the road 100 by the biasing force of the resilient biasing unit 225.
  • a pressing unit for pressing downwardly the electric power acquisition members 222 into contact with the conductive rail segments 120 may be provided to reliably maintain the contact between the electric power acquisition members 222 and the electric power supply rail 110.
  • a lifting unit e.g., an electric motor or a hydraulic cylinder
  • the link members 224 upwardly to lift up the electric power acquisition members 222.
  • the pressing unit is a spring
  • the electric power acquisition members 222 are brought into contact with the conductive rail segments 120 by the biasing force of the spring. This may be aided by the magnetic attracting force mentioned above.
  • An obstacle sensor 230 for detecting an obstacle present on the road 100 is installed in a frontal portion of the electric power acquisition unit 220, as illustrated in Fig. 6. If the obstacle sensor 230 detects an obstacle on the road 100, the link members 224 are rotated upwardly about their pivot axes to lift up the electric power acquisition members 222. This makes it possible to prevent the electric power acquisition members 222 from colliding with the obstacle.
  • An electric motor or a hydraulic cylinder may be provided to be used in rotating the link members 224.
  • the electric power acquisition unit 220 is implemented in a length direction of the body 210 of the electric vehicle 200, it is possible to reduce the air resistance caused by the electric power acquisition unit 220 during movement of the electric vehicle 200.
  • Fig. 6 shows the electric vehicle 200 parked at a charging station 300 and supplied with an electric power through the electric power acquisition unit 220.
  • a charging device 310 protruding upwardly beyond the ground surface to protect pedestrians against an electric shock when charging the electric vehicle 200 in a rainy weather.
  • the charging device 310 includes a pair of electric power supply terminals 311 for making contact with the electric power acquisition members 222 of the electric power acquisition unit 220 carried by the electric vehicle 200 and a safety ground line 312 surrounding the electric power supply terminals 311. Provision of the safety ground line 312 makes it possible to prevent pedestrians from receiving an electric shock through the electric power supply terminals 311 even when the level of rainwater becomes higher than the top of the charging device 310 in rainy weather.
  • the electric vehicle 200 includes a safety curtain 250 for enclosing the electric power acquisition unit 220 while the electric vehicle 200 is charged with an electric power at the charging station 300. Provision of the safety curtain 250 makes it possible to prevent pedestrians from touching the electric power supply terminals 311 or the electric power acquisition unit 220 and receiving an electric shock.
  • Figs. 7 and 8 show an electric vehicle transportation system in accordance with another embodiment of the present invention.
  • the same component parts as in the preceding embodiment will be designated by like reference characters and will be omitted from description.
  • the electric vehicle transportation system of the present embodiment is designed to supply an electric power to the electric vehicle 200 by electromagnetic induction.
  • the road 100 is provided with an electric power supply rail 150 for supplying an electric power to the electric vehicle 200.
  • the electric power supply rail 150 includes a plurality of magnetization plates 160 having a specified length.
  • the magnetization plates 160 are arranged at a predetermined interval along the moving direction of the electric vehicle 200 in an end-to-end relationship.
  • the electric vehicle 200 is supplied with an electric power from a pair of neighboring magnetization plates 160a and 160b by electromagnetic induction.
  • Winding columns are arranged below the neighboring magnetization plates 160a and 160b and electric power supply coils 161a and 161b are wound around the winding columns.
  • the magnetization plates 160 and the electric power supply coils 161a and 161b are surrounded by an enclosure member 165.
  • the winding columns and the electric power supply coils 161a and 161b are buried in the underground of the road 100 and the top surfaces of the magnetization plates 160a and 160b may be left exposed on the surface of the road 100.
  • Alternating currents with a phase difference of 180 degrees are applied to the neighboring electric power supply coils 161a and 161b.
  • an alternating current with a positive pole is applied to one of the electric power supply coils 161a and 161b, while an alternating current with a negative pole is applied to the other.
  • the magnetization plates 160a and 160b have magnetic fields of different poles at the same time. For example, if one of the magnetization plates 160a and 160b is magnetized with an N-pole, the other is magnetized with an S-pole, and vice versa.
  • An electric power acquisition unit 260 is provided in a lower portion of the body 210 of the electric vehicle 200.
  • the electric power acquisition unit 260 includes a pair of rollers 261 making rolling contact with the surface of the road 100 during movement of the electric vehicle 200 and an electric power acquisition member 270 provided between the rollers 261 for generating an electric current (or an electric potential) by the electromagnetic induction between itself and the magnetization plates 160a and 160b.
  • the electric power acquisition member 270 includes an electric power acquisition plate 271 for guiding the magnetic fields generated in the magnetization plates 160a and 160b and an electric power acquisition coil 272 wound on the electric power acquisition plate 271.
  • the electric power acquisition plate 271 is made of a magnetic material for high-frequency waves, e.g., a ferrite material or an amorphous material.
  • the opposite end portions of the electric power acquisition plate 271 have an increased thickness but the intermediate portion thereof has a thickness smaller than the thickness of the opposite end portions.
  • the electric power acquisition coil 272 is wound on an intermediate portion of the electric power acquisition plate 271 and is connected to the rechargeable battery 212 mounted to the body 210 of the electric vehicle 200. It is preferred that the distance between the electric power acquisition plate 271 and the magnetization plates 160a and 160b is kept equal to or smaller than about 30 cm. This makes it possible to minimize the leakage of the magnetic fields generated in the magnetization plates 160a and 160b.
  • a magnetic closed circuit is formed between the electric power acquisition plate 271 and the magnetization plates 160a and 160b. In other words, there is formed a magnetic closed circuit including the electric power acquisition plate 271 and the magnetization plates 160a and 160b positioned below the former.
  • the alternating current is controlled to flow through only the electric power supply coils 161a and 161b positioned just below the electric power acquisition plate 271.
  • Figs. 9 through 11 show an electric vehicle transportation system in accordance with a further embodiment of the present invention.
  • the same component parts as in the preceding embodiments will be designated by like reference characters and will be omitted from description.
  • the electric vehicle transportation system of the present embodiment is designed to supply an electric power to the electric vehicle 200 by electromagnetic induction.
  • the road 100 is provided with an electric power supply rail 170 for supplying an electric power to the electric vehicle 200.
  • the electric power supply rail 170 includes an electric power supply coil 171 having a length of several hundred meters and constituted by a single wire forming a closed circuit, an inverter 172 for generating a high-frequency voltage in the electric power supply coil 171, a capacitor 173 for cancelling the reactance of the electric power supply coil 171 to convert the closed circuit to a resonance circuit, a magnetic material 174 positioned within the closed circuit of the electric power supply coil 171, and an enclosure member 175 surrounding the electric power supply coil 171 and the magnetic material 174.
  • an electric power acquisition unit 280 is provided in a lower portion of the body 210 of the electric vehicle 200.
  • the electric power acquisition unit 280 includes a pair of rollers 281 making rolling contact with the surface of the road 100 during movement of the electric vehicle 200 and an electric power acquisition member 282 provided between the rollers 281 for generating an electric current (or an electric potential) by the electromagnetic induction between itself and the electric power supply coil 171.
  • the electric power acquisition member 282 includes an electric power acquisition plate 283 having a length shorter than the body 210 of the electric vehicle 200 and a width substantially equal to the electric power supply rail 170, and an electric power acquisition coil 284 wound on the electric power acquisition plate 283 in a back-and-forth direction.
  • the electric power acquisition plate 283 is made of a magnetic material for high-frequency waves, e.g., a ferrite material or an amorphous material. This ensures that a magnetic attracting force is generated between the electric power acquisition plate 283 and the magnetic material 174 of the electric power supply rail 170 during movement of the electric vehicle 200, thereby enabling the electric power acquisition unit 280 to follow the electric power supply rail 170.
  • a magnetic material for high-frequency waves e.g., a ferrite material or an amorphous material.
  • the distance between the electric power acquisition plate 283 and the electric power supply rail 170 is kept equal to or smaller than about 30 cm. This makes it possible to minimize the leakage of the magnetic fields induced in the electric power acquisition coil 284.
  • a high-frequency alternating current is applied to the electric power supply coil 171 of the electric power supply rail 170, magnetic fields of high-frequency alternating current are generated in the electric power supply coil 171.
  • the magnetic fields thus generated induce an electric current in the electric power acquisition coil 284 through the gap between the electric power acquisition plate 283 and the electric power supply rail 170.
  • the electric current induced in the electric power acquisition coil 284 is fed to the rechargeable battery 212 and is used as the energy for driving the electric vehicle 200.

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  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
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Abstract

An electric power supply system for supplying an electric power to an electric vehicle includes an electric power supply rail having a plurality of electrically conductive rail segments arranged with gaps each of which is left between two neighboring conductive rail segments; and a safety ground line provided alongside the electric power supply rail. The conductive rail segments include ground rail segments and non-ground rail segments alternately arranged along the electric power supply rail; the ground rail segments are connected to the safety ground line; and when the electric vehicle travels above the electric power supply rail, one of the non-ground rail segments right below the electric vehicle is selectively supplied with an electric potential different from that of the ground rail segment adjoining thereto.

Description

ELECTRIC VEHICLE TRANSPORTATION SYSTEM
The present invention relates to an electric vehicle transportation system including a road provided with an electric power supply rail and an electric vehicle designed to travel with an electric power supplied from the electric power supply rail; and, more particularly, to an electric vehicle transportation system capable of ensuring safety and also capable of preventing an electric power acquisition unit of an electric vehicle from colliding with an obstacle on a road and thereby protecting the electric power acquisition unit against damage.
An electric vehicle refers to a vehicle designed to operate with electric energy for its drive. The electric vehicle emits no exhaust gas and produces an extremely low level of noises, prompting the pursue of its research and development.
Typical electric vehicles are of the type having a rechargeable battery as an energy source mounted inside the body thereof and traveling only with the electric energy charged in the rechargeable battery. In the electric vehicles of this type, the rechargeable battery needs to have a maximum allowable capacity, which leads to an increase in the weight of the battery and a reduction in the efficiency, e.g., fuel economy, of the electric vehicles. In addition, there is a limit in the distance for the electric vehicles to travel with the electric energy charged in the battery.
Also known are electric vehicles of the type being supplied with electric energy from an electric wire extending along a road while they are traveling on the road. In the electric vehicles of this type, there is no need to mount a large-capacity rechargeable battery inside the electric vehicles. On the road along which the electric wire extends, the electric vehicles may travel while recharging a small-capacity battery mounted therein.
U.S. Patent No. 5,134,254 discloses an electric vehicle system in which an electric vehicle can travel with the electric power supplied from an electric wire extending along a road. In this electric vehicle system, segmented electric wires having a specified length are arranged along a rail in an end-to-end relationship. The electric vehicle is provided with a trolley through which the electric power can be supplied to the electric vehicle from the segmented electric wires. Switches for controlling an electric current to be selectively supplied to the segmented electric wires are attached to the segmented electric wires. This allows the electric current to be supplied to only the segmented electric wire over which the electric vehicle passes at a given time, thereby ensuring the safety of pedestrians.
Inasmuch as the trolley of the electric vehicle is exposed to an outside of the body of the electric vehicle, however, there still exists a danger for pedestrians to suffer an electric shock through a direct or indirect contact with the trolley.
In case where two current-flowing segmented electric wires are arranged to supply electricity to the electric vehicle, there exists a danger that the pedestrians may be exposed to the segmented electric wires and may suffer an electric shock.
Especially, in a rainy weather, the electric current flowing through the segmented electric wires may be leaked through rainwater, thereby endangering the safety of the pedestrians.
Further, if there is an obstacle on the road provided with the rail, the trolley may collide with the obstacle and may be damaged, disabling the electric vehicle, which may, in turn, cause traffic congestion.
It is, therefore, a primary object of the present invention to provide an electric vehicle system capable of preventing pedestrians from receiving an electric shock through an electric wire for use in supplying an electric current to an electric vehicle or through an electric power acquisition unit provided in the electric vehicle.
Another object of the present invention is to provide an electric vehicle system capable of preventing an electric power acquisition unit from colliding with an obstacle present on a road and keeping the electric power acquisition unit free from damage.
A still another object of the present invention is to provide an electric vehicle system capable of ensuring that an electric power supply rail extending along a road does not hinder the movement of an electric vehicle.
In accordance with an embodiment of the present invention, there is provided an electric power supply system for supplying an electric power to an electric vehicle, comprising: an electric power supply rail including a plurality of electrically conductive rail segments arranged with gaps each of which is provided between two neighboring conductive rail segments; and a safety ground line provided alongside the electric power supply rail, wherein the conductive rail segments include ground rail segments and non-ground rail segments alternately arranged along the electric power supply rail, wherein the ground rail segments are connected to the safety ground line, and wherein when the electric vehicle travels above the electric power supply rail, one of the non-ground rail segments right below the electric vehicle is selectively supplied with an electric potential different from that of the ground rail segment adjoining thereto.
In accordance with another embodiment of the present invention, there is provided an electric power acquisition apparatus for an electric vehicle, which is supplied with an electric power from an electric power supply system including an electric power supply rail with a plurality of electively conductive rail segments, comprising: a pair of electric power acquisition members arranged to be spaced apart in a length direction of the electric vehicle for making contact with two neighboring conductive rail segments of the electric power supply system, wherein each of the electric power acquisition members includes a magnet for making contact with one of the conductive rail segments of the electric power supply rail by a magnetic attracting force; and an electric power acquisition shoe supplied with an electric current from one of the conductive rail segments.
In accordance with a further embodiment of the present invention, there is provided an electric power supply system for supplying an electric power to an electric vehicle, comprising: an electric power supply rail including a plurality of electric power supply coils arranged, wherein alternating currents with a different phase are selectively and respectively supplied to two neighboring electric power supply coils right below the electric vehicle traveling above the electric power supply rail.
In accordance with still another embodiment of the present invention, there is provided an electric power acquisition apparatus for an electric vehicle, which is supplied with an electric power from an electric power supply system including an electric power supply rail with a plurality of electric power supply coils arranged to be spaced apart, comprising: an electric power acquisition member for generating an electric current by electromagnetic induction between the electric power acquisition member and the electric power supply coils, the electric power acquisition member including an electric power acquisition plate and an electric power acquisition coil wound on the electric power acquisition plate, wherein the electric current is induced in the electric power acquisition member only when the electric power acquisition plate forms a closed circuit with two of the electric power supply coils.
With the electric vehicle transportation system of the present invention, the sum of the length of two conductive rail segments through which an electric power is supplied to the electric vehicle is smaller than two thirds of the length of the electric vehicle. This makes sure that the conductive rail segments engaged in a current-supplying operation are not exposed to an outside of the electric vehicle. As a result, it is possible to prevent pedestrians from touching the current-flowing conductive rail segments, thereby protecting the pedestrians against an electric hazard.
A safety ground line is installed near the electric power supply rail, to thereby protect the pedestrians from receiving an electric shock even in a rainy weather.
The electric power acquisition unit includes a pair of rollers spaced apart in a length direction of the electric vehicle and a pair of electric power acquisition members provided between the rollers in such a fashion as to make contact with two neighboring conductive rail segments at a time. This makes it possible to prevent the electric power acquisition members from making direct collision with an obstacle. In addition, an obstacle sensor is provided to prevent the electric power acquisition members from colliding with an obstacle, ensuring the electric power acquisition unit free from damage.
The electric power supply rail has a relatively narrow width and, therefore, does not hinder the movement of the electric vehicle running on the road along which the electric power supply rail extends.
The above and other objects and features of the present invention will become apparent from the following description of embodiments given in conjunction with the accompanying drawings, in which:
Fig. 1 is a partial cross-sectional side view showing an electric vehicle transportation system in accordance with one embodiment of the present invention;
Fig. 2 is a partial cross-sectional front view of the electric vehicle transportation system shown in Fig. 1;
Fig. 3 is a plan view showing a road on which an electric power supply rail and a safety ground line are installed;
Fig. 4 is an enlarged view depicting an electric power acquisition unit attached to a lower portion of an electric vehicle;
Fig. 5 is a side section view illustrating one example of electric power acquisition members of the electric power acquisition unit shown in Fig. 4;
Fig. 6 is a partial cross-sectional side view showing an electric vehicle which is being supplied with electricity at a charging station;
Fig. 7 is a partial cross-sectional side view showing an electric vehicle transportation system in accordance with another embodiment of the present invention;
Fig. 8 is a partial cross-sectional front view of the electric vehicle transportation system shown in Fig. 7;
Fig. 9 is a plan view showing an electric power supply rail employed in an electric vehicle transportation system in accordance with a further embodiment of the present invention;
Fig. 10 is a partial cross-sectional side view showing an electric vehicle transportation system in accordance with the further embodiment of the present invention; and
Fig. 11 is a partial cross-sectional front view of the electric vehicle transportation system shown in Fig. 10.
Hereinafter, certain embodiments of the present invention will be described in detail with reference to the accompanying drawings.
Fig. 1 is a partial cross-sectional side view showing an electric vehicle transportation system in accordance with one embodiment of the present invention. Fig. 2 is a partial cross-sectional front view of the electric vehicle transportation system shown in Fig. 1. Fig. 3 is a plan view showing a road which forms a part of the electric vehicle transportation system.
Referring to Figs. 1 and 2, the electric vehicle transportation system in accordance with one embodiment of the present invention includes a road 100 provided with an electric power supply rail 110, and an electric vehicle 200 traveling with an electric power supplied from the electric power supply rail 110.
First, description will be made on the road 100 provided with the electric power supply rail 110. The electric power supply rail 110 serves to supply an electric power to the electric vehicle 200 and includes a plurality of elongated electrically conductive rail segments 120 arranged in an end-to-end relationship along the moving direction of the electric vehicle 200 with a specified gap left therebetween. The rail segments 120 are buried in the underground of the road 100 leaving their top surfaces exposed on the surface of the road 100.
The reason for the specified gap being left between the two conductive rail segments 120 is to prevent an electric current from flowing between the neighboring conductive rail segments 120 and to ensure that an electric current flows to the conductive rail segments 120 only over which the electric vehicle 200 lies at a given time, thereby keeping pedestrians against an electric shock.
The electric vehicle 200 is supplied with an electric power through a pair of neighboring conductive rail segments 120a and 120b. In this regard, it is preferred that the length of one of the conductive rail segments 120 is smaller than one third of the length of the electric vehicle 200. In case there exist many electric vehicles differing in length from each other, the length of one of the conductive rail segments 120 is set smaller than one third of the length of the shortest electric vehicle. This is to make sure that the pair of conductive rail segments 120a and 120b engaged in a current-supplying operation is always positioned under the electric vehicle 200, thereby preventing pedestrians from receiving an electric shock through the conductive rail segments 120a and 120b.
The conductive rail segments 120 are preferably made of a rustproof material with enhanced conductivity, e.g., stainless steel. This makes it possible for the conductive rail segments 120 to make reliable contact with the electric power acquisition members 222 of the electric vehicle 200 to be described below. The conductive rail segments 120 also preferably have a magnetic property in order to make a smooth contact with the electric power acquisition members 222 as will be explained below.
Preferably, the electric power supply rail 110 along which the conductive rail segments 120 are arranged in an end-to-end relationship has a width of 10 cm or less. In general, the frictional force between a tire and a metal surface is smaller than the frictional force between a tire and an asphalt or concrete surface. By setting the width of the electric power supply rail 110 far smaller than the width of the tire of the electric vehicle 200, it is possible to ensure that, even when the tire of the electric vehicle 200 is placed on the electric power supply rail 110, only a portion of the tire makes contact with the electric power supply rail 110 while the remaining portion thereof is kept in contact with the asphalt or concrete surface of the road 100. Thus, a sufficiently strong frictional force acts between the tire and the road 100. This makes it possible to prevent the electric vehicle 200 from slipping on the electric power supply rail 110.
In the specified gap between the conductive rail segments 120, there is provided a magnetic insulating body 121 for electrically isolating the neighboring conductive rail segments 120 from each other. A ferrite material or an amorphous material may be used as the magnetic insulating body 121.
When supplying an electric power to the electric vehicle 200, one of the pair of conductive rail segments 120 engaged in a current-supplying operation serves as a ground rail segment 120a connected to a ground wire 130 and the other serves as a non-ground rail segment 120b connected to an electrode with an electric potential, e.g., a positive electric potential, so as to create a potential difference between itself and the ground rail segment 120a. This means that the ground rail segment 120a and the non-ground rail segment 120b are alternately arranged along the electric power supply rail 110.
Under the conductive rail segments 120, there is provided an electric power supply wire 131 through which the electric potential is supplied to the non-ground rail segment 120b. A switch 132 is arranged between the electric power supply wire 131 and the non-ground rail segment 120b.
A signal transmitting unit 211 for generating a radio signal is installed on the body 210 of the electric vehicle 200. On the road 100, there is provided a control box 140 responsive to a radio signal supplied from the signal transmitting unit 211 for turning on the switch 132 so that an electric current can be supplied to only the non-ground rail segment 120b lying under the electric vehicle 200.
The control box 140 includes a signal receiving unit 141 for receiving a radio signal from the signal transmitting unit 211 and a controller 142 for controlling the operation of the switch 132. Although the control box 140 is provided in a one-to-one correspondence with the switch 132 in the illustrated embodiment, a plurality of switches may be controlled by a single control box.
Referring to Fig. 2, all the surfaces of the electric power supply rail 110 except the upper surface are surrounded by an insulating member 111. A safety ground line 112 is installed at lateral sides of the insulating member 111 so that they can be exposed on the surface of the road 100. The safety ground line 112 extends along the rail segments 120, i.e., the ground and the non-ground rail segments 120a and 120b.
The electric power supply rail 110, the insulating member 111, the safety ground line 112, the ground wire 130 and the electric power supply wire 131 are surrounded by an enclosure member 115. In addition, the electric power supply rail 110, the insulating member 111 and the safety ground line 112 are installed in a height-adjustable manner. The upper surface of the electric power supply rail 110, the insulating member 111 and the safety ground line 112 may be damaged as they make contact with the tire of the electric vehicle 200 traveling on the road 100. By adjusting the height of the electric power supply rail 110, the insulating member 111 and the safety ground line 112, the upper surface thereof can be made flush with the surface of the road 100. This will help maintain the surface of the road 100 in a good condition.
Fig. 3 is a plan view showing the road that forms a part of the electric vehicle transportation system. As shown in Fig. 3, the safety ground line 112 is installed to extend along the opposite lateral sides of the electric power supply rail 110. The safety ground line 112 serves to prevent the electric fields generated in the conductive rail segments 120 from leaking out, for example, to an outside of the electric power supply rail 110 even in a rainy weather. This makes it possible to protect pedestrians against an electric shock.
The ground rail segment 120a and the safety ground line 112 are interconnected by a connector line 113. Thus, the safety ground line 112 and the connector line 113 cooperate to form a closed circuit which in turn is connected to the ground wire 130 through the ground rail segment 120a, whereby the closed circuit is electrically grounded.
As a result, the non-ground rail segment 120b is surrounded by the safety ground line 112 and the connector line 113 so that the electric fields generated in the non-ground rail segment 120b are oriented toward the closed circuit formed of the safety ground line 112 and the connector line 113. This makes it possible to prevent the electric fields from leaking out and to ensure the safety of pedestrians even in a rainy weather.
Next, the electric vehicle 200 supplied with an electric power from the electric power supply rail 110 while traveling along the road 100 provided with the electric power supply rail 110 will be described with reference to Figs. 1, 2, 4 and 5.
A rechargeable battery 212 that can be charged with the electric power supplied from the electric power supply rail 110 is installed in the body 210 of the electric vehicle 200. In accordance with the electric vehicle transportation system of the present embodiment, the electric vehicle 200 can be continuously supplied with an electric power while traveling along the road 100 provided with the electric power supply rail 110. This makes it possible to reduce the size of the rechargeable battery 212.
A signal transmitting unit 211 for transmitting a radio signal to the control box 140 on the road 100 is installed in the body 210 of the electric vehicle 200.
In a lower portion of the body 210, there is provided an electric power acquisition unit (or a pantograph) 220 that acquires an electric power by making contact with the ground rail segment 120a and the non-ground rail segment 120b adjoining each other. Fig. 4 shows the detailed configuration of the electric power acquisition unit 220.
As shown in Fig. 4, a rotating shaft 226 is connected to a lower portion of the body 210 of the electric vehicle 200 through a bearing 227 for rotation in a transverse direction within a plane parallel to the surface of the road 100. Further, a rod-shaped guide member 215 extending in a width direction of the electric vehicle 200 is fixed to a lower surface of the body 210 of the electric vehicle 200. The rotating shaft 226 has a coupling hole 228 through which the rotating shaft 226 is coupled with the guide member 215, referring again to Fig. 2.
The rotating shaft 226 is also fixed to an upper support member 229 of an elongated shape in a length direction of the body 210 under the electric vehicle 200. The electric power acquisition unit 220 is also provided with a pair of link members 224 connected to the front and back end portions of the upper support member 229, respectively. In detail, one end of each of the link members 224 is hingedly connected to the upper support member 229 so that the respective link members 224 can pivotally move about their hinge axes in a back-and-forth direction within a plane perpendicular to the surface of the road 100.
The electric power acquisition unit 220 includes a lower support member 223 also having an elongated shape, whose end portions are hingedly connected to the link members 224 under the upper support member 229. Thus, the upper support member 229, the link members 224 and the lower support member 223 are connected to form a tetragonal shape.
The electric power acquisition unit 220 further includes a pair of rollers 221 arranged at the front and back end portions of the lower support member 223 to be spaced apart in a length direction of the body 210; and a pair of electric power acquisition members 222 provided between the rollers 221 and installed on the lower support member 223 in such a manner as to make contact with two mutually-adjoining conductive rail segments 120a and 120b. It is preferred that the spacing between the electric power acquisition members 222 is equal to the distance between the neighboring magnetic insulating bodies 121.
Each of the electric power acquisition members 222 includes a magnet 222a making contact with one of the conductive rail segments 120 by a magnetic attracting force and a conductive acquisition shoe 222b supplied with an electric current from one of the conductive rail segments 120. As can be seen in Fig. 5, the lower surface of each of the electric power acquisition members 222 making contact with one of the conductive rail segments 120 includes the surface of the magnet 222a and the surface of the acquisition shoe 222b.
During movement of the electric vehicle 200, one of the electric power acquisition members 222 comes into contact with the ground rail segment 120a and the other makes contact with the non-ground rail segment 120b to receive an electric current from the electric power supply rail 110.
Due to the provision of the magnet 222a, each of the electric power acquisition members 222 can be kept in contact with the conductive rail segments 120 and the magnetic insulating bodies 121 and can continue to follow the electric power supply rail 110. Thanks to the provision of the acquisition shoe 222b, each of the electric power acquisition members 222 can transfer an electric current to the rechargeable battery 212 through the acquisition shoe 222b. Since the electric power acquisition members 222 follow the electric power supply rail 110 in a sliding manner, the electric car 200 may be operated without the rollers 221.
In case where the electric vehicle 200 does not travel in parallel to the electric power supply rail 110, the rotating shaft 226 turns in a transverse direction so that the electric power acquisition members 222 can follow the electric power supply rail 110. In this regard, it is preferred that the rotating shaft 226 is installed in a front end portion of the upper support member 229. In a hypothetical case that the rotating shaft 226 is fixed to a medial portion of the upper support member 229, the link members 224 and the lower support member 223 would continuously rotate in random directions. In order to ensure a self-aligning function of the electric power acquisition unit 220, it is preferable or necessary to install the rotating shaft 226 in a front end portion of the upper support member 229.
As set forth above, the guide member 215 extends through the coupling hole 228 of the rotating shaft 226 so that the rotating shaft 226 can make sliding movement together with the other components of the electric power acquisition unit 220 in a width direction along the guide member 215.
Therefore, even when the electric vehicle 200 travels in a state that the longitudinal center line thereof is out of alignment with the electric power supply rail 110, the rotating shaft 226 can move in a width direction along the guide member 215, allowing the electric power acquisition unit 220 to follow the electric power supply rail 110.
A resilient biasing unit 225, e.g., a spring, is installed between the upper support member 229 and the link members 224. The resilient biasing unit 225 serves to move the electric power acquisition members 222 upwardly away from the surface of the road 100 when the electric power acquisition members 222 get derailed from the electric power supply rail 110, namely when no magnetic attracting force acts between the conductive rail segments 120 and the magnet 222a of each of the electric power acquisition members 222.
When the electric power acquisition members 222 are positioned on the electric power supply rail 110, the magnetic attracting force acting between the magnet 222a of each of the electric power acquisition members 222 and the electric power supply rail 110 overwhelms the biasing force of the resilient biasing unit 225, thereby allowing the electric power acquisition members 222 to follow the electric power supply rail 110. If the electric power acquisition members 222 are derailed from the electric power supply rail 110, however, the electric power acquisition members 222 are moved away from the surface of the road 100 by the biasing force of the resilient biasing unit 225.
Alternatively or additionally, a pressing unit for pressing downwardly the electric power acquisition members 222 into contact with the conductive rail segments 120 may be provided to reliably maintain the contact between the electric power acquisition members 222 and the electric power supply rail 110. In addition, it may also be possible to provide a lifting unit, e.g., an electric motor or a hydraulic cylinder, for rotating the link members 224 upwardly to lift up the electric power acquisition members 222. In case where the pressing unit is a spring, the electric power acquisition members 222 are brought into contact with the conductive rail segments 120 by the biasing force of the spring. This may be aided by the magnetic attracting force mentioned above.
An obstacle sensor 230 for detecting an obstacle present on the road 100 is installed in a frontal portion of the electric power acquisition unit 220, as illustrated in Fig. 6. If the obstacle sensor 230 detects an obstacle on the road 100, the link members 224 are rotated upwardly about their pivot axes to lift up the electric power acquisition members 222. This makes it possible to prevent the electric power acquisition members 222 from colliding with the obstacle. An electric motor or a hydraulic cylinder may be provided to be used in rotating the link members 224.
Since the electric power acquisition unit 220 is implemented in a length direction of the body 210 of the electric vehicle 200, it is possible to reduce the air resistance caused by the electric power acquisition unit 220 during movement of the electric vehicle 200.
Fig. 6 shows the electric vehicle 200 parked at a charging station 300 and supplied with an electric power through the electric power acquisition unit 220. At the charging station 300, there is provided a charging device 310 protruding upwardly beyond the ground surface to protect pedestrians against an electric shock when charging the electric vehicle 200 in a rainy weather.
The charging device 310 includes a pair of electric power supply terminals 311 for making contact with the electric power acquisition members 222 of the electric power acquisition unit 220 carried by the electric vehicle 200 and a safety ground line 312 surrounding the electric power supply terminals 311. Provision of the safety ground line 312 makes it possible to prevent pedestrians from receiving an electric shock through the electric power supply terminals 311 even when the level of rainwater becomes higher than the top of the charging device 310 in rainy weather.
The electric vehicle 200 includes a safety curtain 250 for enclosing the electric power acquisition unit 220 while the electric vehicle 200 is charged with an electric power at the charging station 300. Provision of the safety curtain 250 makes it possible to prevent pedestrians from touching the electric power supply terminals 311 or the electric power acquisition unit 220 and receiving an electric shock.
Figs. 7 and 8 show an electric vehicle transportation system in accordance with another embodiment of the present invention. The same component parts as in the preceding embodiment will be designated by like reference characters and will be omitted from description.
The electric vehicle transportation system of the present embodiment is designed to supply an electric power to the electric vehicle 200 by electromagnetic induction. As shown in Fig. 7, the road 100 is provided with an electric power supply rail 150 for supplying an electric power to the electric vehicle 200. The electric power supply rail 150 includes a plurality of magnetization plates 160 having a specified length. The magnetization plates 160 are arranged at a predetermined interval along the moving direction of the electric vehicle 200 in an end-to-end relationship. The electric vehicle 200 is supplied with an electric power from a pair of neighboring magnetization plates 160a and 160b by electromagnetic induction.
Winding columns are arranged below the neighboring magnetization plates 160a and 160b and electric power supply coils 161a and 161b are wound around the winding columns. As can be seen in Fig. 8, the magnetization plates 160 and the electric power supply coils 161a and 161b are surrounded by an enclosure member 165. The winding columns and the electric power supply coils 161a and 161b are buried in the underground of the road 100 and the top surfaces of the magnetization plates 160a and 160b may be left exposed on the surface of the road 100.
Alternating currents with a phase difference of 180 degrees are applied to the neighboring electric power supply coils 161a and 161b. For example, an alternating current with a positive pole is applied to one of the electric power supply coils 161a and 161b, while an alternating current with a negative pole is applied to the other.
In response, magnetic fields of N-pole and S-pole are alternately generated in the magnetization plates 160a and 160b. Thus, the magnetization plates 160a and 160b have magnetic fields of different poles at the same time. For example, if one of the magnetization plates 160a and 160b is magnetized with an N-pole, the other is magnetized with an S-pole, and vice versa.
An electric power acquisition unit 260 is provided in a lower portion of the body 210 of the electric vehicle 200. The electric power acquisition unit 260 includes a pair of rollers 261 making rolling contact with the surface of the road 100 during movement of the electric vehicle 200 and an electric power acquisition member 270 provided between the rollers 261 for generating an electric current (or an electric potential) by the electromagnetic induction between itself and the magnetization plates 160a and 160b.
The electric power acquisition member 270 includes an electric power acquisition plate 271 for guiding the magnetic fields generated in the magnetization plates 160a and 160b and an electric power acquisition coil 272 wound on the electric power acquisition plate 271.
The electric power acquisition plate 271 is made of a magnetic material for high-frequency waves, e.g., a ferrite material or an amorphous material. The opposite end portions of the electric power acquisition plate 271 have an increased thickness but the intermediate portion thereof has a thickness smaller than the thickness of the opposite end portions.
The electric power acquisition coil 272 is wound on an intermediate portion of the electric power acquisition plate 271 and is connected to the rechargeable battery 212 mounted to the body 210 of the electric vehicle 200. It is preferred that the distance between the electric power acquisition plate 271 and the magnetization plates 160a and 160b is kept equal to or smaller than about 30 cm. This makes it possible to minimize the leakage of the magnetic fields generated in the magnetization plates 160a and 160b.
Next, description will be made on how to supply an electric power to the electric vehicle 200 in the electric vehicle transportation system of the present embodiment.
If the electric power acquisition member 270, more precisely the electric power acquisition plate 271, is positioned above the neighboring magnetization plates 160a and 160b, a magnetic closed circuit is formed between the electric power acquisition plate 271 and the magnetization plates 160a and 160b. In other words, there is formed a magnetic closed circuit including the electric power acquisition plate 271 and the magnetization plates 160a and 160b positioned below the former.
In this state, different magnetic poles are alternately generated in the magnetization plates 160a and 160b. As a result, the direction of the magnetic fields flowing through the electric power acquisition coil 272 wound on the electric power acquisition plate 271 is changed to thereby induce an electric current in the electric power acquisition coil 272. The electric current induced in the electric power acquisition coil 272 is fed to the rechargeable battery 212 and is used as the energy for driving the electric vehicle 200.
As in the preceding embodiment, it is preferred that the alternating current is controlled to flow through only the electric power supply coils 161a and 161b positioned just below the electric power acquisition plate 271.
Figs. 9 through 11 show an electric vehicle transportation system in accordance with a further embodiment of the present invention. The same component parts as in the preceding embodiments will be designated by like reference characters and will be omitted from description.
The electric vehicle transportation system of the present embodiment is designed to supply an electric power to the electric vehicle 200 by electromagnetic induction. As shown in Fig. 9, the road 100 is provided with an electric power supply rail 170 for supplying an electric power to the electric vehicle 200. The electric power supply rail 170 includes an electric power supply coil 171 having a length of several hundred meters and constituted by a single wire forming a closed circuit, an inverter 172 for generating a high-frequency voltage in the electric power supply coil 171, a capacitor 173 for cancelling the reactance of the electric power supply coil 171 to convert the closed circuit to a resonance circuit, a magnetic material 174 positioned within the closed circuit of the electric power supply coil 171, and an enclosure member 175 surrounding the electric power supply coil 171 and the magnetic material 174.
As shown in Fig. 10, an electric power acquisition unit 280 is provided in a lower portion of the body 210 of the electric vehicle 200. The electric power acquisition unit 280 includes a pair of rollers 281 making rolling contact with the surface of the road 100 during movement of the electric vehicle 200 and an electric power acquisition member 282 provided between the rollers 281 for generating an electric current (or an electric potential) by the electromagnetic induction between itself and the electric power supply coil 171.
The electric power acquisition member 282 includes an electric power acquisition plate 283 having a length shorter than the body 210 of the electric vehicle 200 and a width substantially equal to the electric power supply rail 170, and an electric power acquisition coil 284 wound on the electric power acquisition plate 283 in a back-and-forth direction.
The electric power acquisition plate 283 is made of a magnetic material for high-frequency waves, e.g., a ferrite material or an amorphous material. This ensures that a magnetic attracting force is generated between the electric power acquisition plate 283 and the magnetic material 174 of the electric power supply rail 170 during movement of the electric vehicle 200, thereby enabling the electric power acquisition unit 280 to follow the electric power supply rail 170.
It is preferred that the distance between the electric power acquisition plate 283 and the electric power supply rail 170 is kept equal to or smaller than about 30 cm. This makes it possible to minimize the leakage of the magnetic fields induced in the electric power acquisition coil 284.
Next, the principle of acquiring an electric power in the electric power acquisition unit 280 of the present embodiment will be described with reference to Fig. 11.
If a high-frequency alternating current is applied to the electric power supply coil 171 of the electric power supply rail 170, magnetic fields of high-frequency alternating current are generated in the electric power supply coil 171. The magnetic fields thus generated induce an electric current in the electric power acquisition coil 284 through the gap between the electric power acquisition plate 283 and the electric power supply rail 170. The electric current induced in the electric power acquisition coil 284 is fed to the rechargeable battery 212 and is used as the energy for driving the electric vehicle 200.
While the invention has been shown and described with respect to the specific embodiments, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the scope of the invention as defined in the following claims.

Claims (20)

  1. An electric power supply system for supplying an electric power to an electric vehicle, comprising:
    an electric power supply rail including a plurality of electrically conductive rail segments arranged with gaps each of which is provided between two neighboring conductive rail segments; and
    a safety ground line provided alongside the electric power supply rail,
    wherein the conductive rail segments include ground rail segments and non-ground rail segments alternately arranged along the electric power supply rail,
    wherein the ground rail segments are connected to the safety ground line, and
    wherein, when the electric vehicle travels above the electric power supply rail, one of the non-ground rail segments right below the electric vehicle is selectively supplied with an electric potential different from that of the ground rail segment adjoining thereto.
  2. The electric power supply system of claim 1, wherein each of the conductive rail segments has a length smaller than one third of the length of the electric vehicle.
  3. The electric power supply system of claim 1 or 2, wherein the ground rail segments are connected to the safety ground line through connector lines to form a closed circuit for grounding,
    wherein the non-ground rail segments are surrounded by the closed circuit.
  4. The electric power supply system of claim 1 or 2, wherein the electric power supply rail further includes magnetic insulating bodies respectively arranged in the gaps for electrically isolating the conductive rail segments from one another.
  5. The electric power supply system of claim 1 or 2, wherein the electric power supply rail and the safety ground line are height-adjustable.
  6. The electric power supply system of claim 1 or 2, wherein the electric power supply rail has a width of 10 cm or less.
  7. An electric power acquisition apparatus for an electric vehicle, which is supplied with an electric power from an electric power supply system including an electric power supply rail having a plurality of electrically conductive rail segments, comprising:
    a pair of electric power acquisition members arranged to be spaced apart in a length direction of the electric vehicle for making contact with two neighboring conductive rail segments of the electric power supply system,
    wherein each of the electric power acquisition members includes a magnet for making contact with one of the conductive rail segments of the electric power supply rail by a magnetic attracting force; and an electric power acquisition shoe supplied with an electric current from one of the conductive rail segments.
  8. The electric power acquisition apparatus of claim 7, further comprising a link member rotatable within a plane perpendicular to the electric power supply rail and connected to a lower portion of the electric vehicle; and a support member connected to the link member for holding the the electric power acquisition members.
  9. The electric power acquisition apparatus of claim 8, further comprising a resilient biasing unit connected to the link member for resiliently biasing the electric power acquisition members upwardly away from the electric power supply rail when the electric power acquisition members are not positioned above the electric power supply rail.
  10. The electric power acquisition apparatus of any one of claims 7 to 9, further comprising an obstacle sensor for detecting an obstacle present in front of the electric power acquisition apparatus; and a lifting unit for rotating the link member upwardly to lift up the electric power acquisition members away from the electric power supply rail when the obstacle is detected by the obstacle sensor.
  11. The electric power acquisition apparatus of any one of claims 7 to 9, further comprising a rotating shaft fixed to the link member for rotation within a plane parallel to the electric power supply rail and rotatably connected to a lower portion of the electric vehicle.
  12. The electric power acquisition apparatus of claim 11, further comprising a guide member attached to the electric vehicle to extend in a width direction of the electric vehicle, the rotating shaft being coupled with the guide member for making sliding movement along the guide member.
  13. The electric power acquisition apparatus of any one of claims 7 to 9, further comprising a safety curtain for covering the electric power acquisition members when the electric vehicle is supplied with an electric current through the electric power acquisition members at a charging station.
  14. The electric power acquisition apparatus of any one of claims 7 to 9, further comprising a pair of rollers arranged to be spaced apart in a length direction of the electric vehicle such that the electric power acquisition members are arranged between the rollers.
  15. An electric power supply system for supplying an electric power to an electric vehicle, comprising:
    an electric power supply rail including a plurality of electric power supply coils arranged to be spaced apart,
    wherein alternating currents with a different phase are selectively and respectively supplied to two neighboring electric power supply coils right below the electric vehicle traveling above the electric power supply rail.
  16. The electric power supply system of claim 15, further comprising a plurality of winding columns on which the electric power supply coils are respectively wound; and a plurality of magnetization plates under which the electric power supply coils are respectively placed.
  17. An electric power acquisition apparatus for an electric vehicle, which is supplied with an electric power from an electric power supply system including an electric power supply rail with a plurality of electric power supply coils arranged to be spaced apart, comprising:
    an electric power acquisition member for generating an electric current by electromagnetic induction between the electric power acquisition member and the electric power supply coils, the electric power acquisition member including an electric power acquisition plate and an electric power acquisition coil wound on the electric power acquisition plate,
    wherein the electric current is induced in the electric power acquisition member when a magnetic field generated by two neighboring electric power supply coils right below the electric vehicle and flowing through the electric power acquisition coil is changed.
  18. The electric power acquisition apparatus of claim 17, wherein the electric power supply system further includes a plurality of magnetization plates respectively placed over the electric power supply coils.
  19. The electric power acquisition apparatus of claim 18, wherein the distance between the magnetization plates and the electric power acquisition plate is kept equal to or smaller than about 30 cm.
  20. The electric power acquisition unit of claim 17, further comprising a pair of rollers spaced apart in the length direction of the electric vehicle such that an electric power acquisition member is placed between the rollers.
PCT/KR2009/007007 2008-12-29 2009-11-26 Electric vehicle transportation system WO2010076976A2 (en)

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WO2010076976A3 (en) 2010-08-26
WO2010076976A2 (en) 2010-07-08
KR100944188B1 (en) 2010-02-25

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