JP3626967B2

JP3626967B2 - Connected electric vehicle

Info

Publication number: JP3626967B2
Application number: JP19217099A
Authority: JP
Inventors: 一路藤岡
Original assignee: 一路藤岡
Priority date: 1999-06-03
Filing date: 1999-06-03
Publication date: 2005-03-09
Anticipated expiration: 2019-06-03
Also published as: JP2000350311A

Description

【産業上の利用分野】
遊園地，観光地でのカート，駐車場・公道での自動車，電車
【従来の技術】
走りながら電気の供給を受ける乗物として、典型的なものとして電車があるが、長い架線が必要、車両は単独行動が出来ない、車両音が大きい、などの欠点がある。
最近、ハイブリッド車と称する、ガソリンエンジンと電気モータを併用する自動車があるが、排気ガス０とは言えず、かつコストが高い。
燃料電池も年々改良されているが、燃料を作る施設が要る、重いなどの欠点がある。
一方、バッテリ，モータだけの電気自動車〈ＥＶ車〉は環境に良いが、内蔵エネルギーが小さく、充電を何回もしないと遠距離走行には耐えられない。
路面に誘導コイルを埋設し、自動車の走行中、（あるいは交差点やお店で停止中）エネルギーの補給を受ける技術もあるが、埋設場所が多く必要で、走りながらでの補給量はすくない、などの欠点があった。
【発明が解決しようとする課題】
エネルギーを全て搭載する乗物〈自動車、飛行機等〉は、公害、燃費重量、で問題がある。（内部エネルギー型）
エネルギーを全て外部から供給するのは（電車等）設備がおおがかりになる。〈外部エネルギー型〉
従来の電気自動車（ＥＶ車）を基本とし、走行中でも大きなエネルギーを補給でき、かつ、（エネルギー補給用の）設備費が小さくて済む方法を考案する。（内部・外部エネルギー併用型）
【課題を解決するための手段】
図１は、本発明による電気自動車（以下ＥＶ車という）の道路面での運用概要図の１例である。
同図で、１は給電盤、２は接触子又は誘導子、３はＥＶ車、４は連結棒（板）、５は通信子である。給電盤１は、商用電源、ソーラ電源、バッテリ、などを基にして直流電圧（または高周波電圧）を接触子（または誘導子）２を通して連結棒４、又はＥＶ車内蔵のバッテリに供給する。
同図で、ＥＶ車３が単独に運転されている時は、連結棒４は車体底部に折りたたまれていて、従来のＥＶ車として利用できる。（この場合でも、給電盤１よりエネルギーはもらえるが、その値は連結の場合の数十分の一である。）
ＥＶ車３間の連結・離脱は自動的におこなわれる。
すなわち、運転者は自動運転の希望の時は、車内のキーボードにより行き先を指定して“自動走行”スイッチをＯＮにする。
この情報は、１ないし２個の通信子５を通して他のＥＶ車に伝達される。
もし、該他のＥＶ車が、つながってほしいＥＶ車（以下ＥＶ１とする）であった時は、伝達された情報より、つながりたいＥＶ車（以下ＥＶ２とする）の位置・方向を基に、誘導して連結可能かどうか計算し、可能な場合のみ自動運転のためのデータをＥＶ２に逆送する。（ＥＶ２に電子カメラを搭載して、ＥＶ１の接続部をパターン認識して連結してもよい）
自動運転により、車間がある近さまで近づくと、車底の連結棒を伸ばす。
車間がさらに近づくと、連結作業は終了とみなされ、以後はＥＶ１の動きに追従するようＥＶ２は自動運転される。（ただし、ブレーキは手動可）
図２は、連結終了後の状態の１例を示している。
同図、左部のＥＶ１より伸びた連結棒６，７は、同図、右部のＥＶ２の連結部に接触している。（電気的に連結）
図３に、連結時の処理フローチャート例を示す。
一方、離脱はＥＶ１またはＥＶ２のどちらかの“自動走行”から“手動運転”へのスイッチ情報でおこなわれる。
ＥＶ１からこの情報が出されると、後続車ＥＶ２はブレーキがかかり、車間距離を広げ、連結棒を縮めて完了する。
ＥＶ２からこの情報が出されると、まず、ＥＶ１に知らされ、上記と同様に離脱がおこなわれる。
本発明の第一は、以上のように、ＥＶ車に連結棒４（電力線）を設けたことにある。
このように連結すると、給電盤側の接触子２の長さが例え短くても、連結棒を伝わり、全てのＥＶ車に電力が送られる。（図１では、全連結棒およびＥＶ車の底部の受電棒は常に接触子２と接し、走行中でも長時間受電できる）
さて、連結棒４は、電力を各ＥＶに共通に供給するだけでなく、自動運転を可能にするセンサーを兼用できることを図２によって説明しよう。
先行車ＥＶ１の右連結棒６、左連結棒７は、後続車ＥＶ２のバネ８，９をそれぞれ押すが、そのときの縮み量をそれぞれＬ１，Ｌ２とし、また最大最小の縮み量をそれぞれＬｍａｘ，Ｌｍｉｎとすると、自動運転は基本的には
Ｌｍｉｎ＜Ｌ１およびＬ２＜Ｌｍａｘ
になるよう、後続車ＥＶ２の左右のモータ、ハンドルを自動制御すれば、よい。（先行車ＥＶ１に自動追尾）
Ｌ１およびＬ２＞ＬｍａｘのときはＥＶ２は停止すればよい。
Ｌ１およびＬ２＜Ｌｍｉｎのときは、連結がはずれたか、ＥＶ２が先行車とみなされる。
つぎに、自動ハンドリングの制御について述べる。
直角方向のバネ１０，１１の縮み量をＬ３，Ｌ４とすると、Ｌ１＞Ｌｍｉｎでかつ、Ｌ３＞Ｌｍｉｎの場合は右折、Ｌ２＞ＬｍｉｎでかつＬ４＞Ｌｍｉｎの場合は左折の、それぞれ自動ハンドリング信号をＥＶ２内の制御装置に与えればよい。（ただし、Ｌ３，Ｌ４が急激に変化したときは、異常とみなし、緊急停止の制御をおこなう。）
さて、今まで述べた例は、接触法により給電盤よりＥＶ車に電力を供給し、また、連結は棒又は板のような硬い物で行っていた。
図３は、非接触法で給電し、柔らかくリール状に巻かれた連結帯で連結しながら走行するＥＶ車の状態を示す、他の例である。
同図で、１は給電盤で（本図には記載していないが）、バッテリと発振機が内蔵され、入力線としては、商用電源線、ソーラパネルからの線などからなり、出力としては、高周波コイル１３がつながっている。
高周波コイル１３は、本図では前後の２つのコイルからなり、その間隔は車間距離がのぞましいが、４−５ｍぐらいでも良い。
また、このコイルはゴムシートや樹脂シートの内部に埋め込んでもよい。（また、給電盤１の設置間隔は数百メートルごとでよい。）
コイル１４は、給電盤１よりの高周波電力を誘導で受電するためのもので、ＥＶ車３の底部いっぱいに張り巡らされている。（進行方向に長く）
４は連結のための電力線またはフレキシブルな銅帯等であり、バネの力で、単独で走行中はＥＶ車の後部に巻き取られているが、連結時には図のように、後続車に引き出されて、車間距離を保ちながら運行されている。
この図にしたがって、まず動作を説明する。
ＥＶ車３の連結・離脱は、ほぼ前回説明した通りでも良い。
まず、給電気側の通信子１２とＥＶ車側の通信子５とが通信し、丁度コイル１３の上を通過するよう、ＥＶ車に運転のための制御信号を送り、更に近づいたら、給電盤１はコイル１３に給電を開始する。
この高周波電力はＥＶ車３側のコイル１３により受電後、ＤＣ電圧（直流電圧）に変えられ、受電棒２０に送られる。
受電棒２０上の電力は、自分のモータ駆動やバッテリ貯蓄に利用されるが、同時に他のＥＶ車にも同じように利用される。
ＥＶ車が更に進むと、コイル１４が給電盤１の左のコイル１３から離れ、電力受電が途絶えるようにみえるが、このとき、右のコイル１３が次のＥＶ車のコイル１４にさしかかるので、電力受電が最後尾のＥＶ車まで途絶えない。
さて、今回の方式の連結は、より具体的に、どうなっているのか述べる。
図４は、リール式の連結方式の原理を示す１例で、上部は連結前を、下部は連結終了後の状態を示す。
同図で、ＥＶ車３が単独で運転されているときは、連結板４はバネ１６の力により、中心棒１５に巻き取られている。
受電棒２０と連結板４とは電気的に接続されていて、この１５，１６，１７，２０はこの図では１組であるが、プラス・マイナス用に２組、設けても良いし、連結板を２枚に分割したものを１組、設けてもよい。
前述したように、２台のＥＶ車３が連結する条件が整った時、図４の右上のＥＶ車３は自動的に運転され、同図の左上のＥＶ車に静かに近づき、接触棒１７がソケット１８，１９のなかに収まってから、今度は逆に静かに離れ車間距離になると、連結は終了となる。
図５は、連結板が蛇腹状の場合である。
単独運転のときは、連結板４は折りたたまれてＥＶ車３内部に収納されているが、連結のときは、同図下図のように後続車に引き出される。
以上説明したように、ＥＶ車は連結され、少なくても後続車は自動運転されるが、自動運転のためのデータは、前述した連結棒自身のほか、通信子５同士や、給電盤の通信子１２と通信子５、または人工衛星と通信子５との送受信、で取得される。
自動運転のメリットは、電力の自動供給のほか、寝ていても遠隔地まで行けるとか、無人で呼び出すことも可能とかがあるが、このシステムを公道で実施するには、安全性の検証、道路交通法の改正などの大きな問題がある。当初は、遊園地、工場内敷地、ゴルフ場、観光地などで運用するのがよい。安全性の確保の１つに、ＥＶ車にカメラ・マイクを設け、進路妨害の車などの映像・音声を撮り、給電盤や公衆回線への伝送（通信子５による）を設けるのが望ましい。
つぎに、各部分での電力分布を検討する。
ＥＶ車１台は、３．３ｋＶＡ消費するとする。２０台の連結でのトータル電力は６６ｋＶＡ。１台の車長＋車間が６．５ｍとすると、全体で１３０ｍになる。また、３００ｍごとに１台、給電盤１があるとする。
１００Ｋｍ／時で走行すると、給電時間は４秒、非給電時間は約５秒で（この区間は、ＥＶ車の慣性エネルギーまたは内部バッテリで走行）つぎの給電盤に到達する。
ＥＶ車の電圧は、危険性、電気素子の耐圧性から２００Ｖとする。電流は、１台あたり１６．５Ａであり、全体では３３０Ａとなる。
（充電も同じ量おこなうと、走行＋充電＝６６０Ａ）
従って、給電盤の電力は、６６ｋＶＡ（４秒）；０ｋＶＡ（５秒）なので、６６＊４／（４＋５）＝２９．３ｋＶＡあればよい。（４／９だけ補助の時）
ところで、連結しないで単独で受電した場合はどうであろうか。
２０分の１になるので１６．５Ａを２０倍にすれば理論的には連結の場合と同じ電力となり、連結の必要がないようにみえる。
しかし、電流が非常に大きいと配線、半導体、の損失が大きく、また、バッテリ充電も難しいので、実際上は、つかえない。
くどいようだが、給電盤は、公道に均等に設置する必要も無い（あればなお良いと言う程度）し、ドライブインや駐車場に設置しても良い。
【図面の簡単な説明】
【図１】：連結棒により走行の電気自動車概要図
【図２】：連結部〈後続車先頭部〉とバネセンサー概要図
【図３】：連結処理時のフローチャート例
【図４】：連結板〈又は線〉により走行の電気自動車概要図
【図５】：連結板による連結部〈リール式〉概要図
【図６】：連結板による連結部〈蛇腹式〉概要図
【符号の説明】
１：給電盤
２：接触子
３：電気自動車（ＥＶ車またはソーラーカー）
４：連結〈棒または板または線〉
５：通信子〈電波、又は超音波、又は光送受信機〉
６：左連結棒
７：右連結棒
８：進行方向左バネ
９：進行方向右バネ
１０：左直角方向バネ
１１：右直角方向バネ
１２：給電盤の通信子（電波、又は超音波、又は光送受信機）
１３：高周波コイル
１４：受電コイル
１５：中心棒
１６：巻き戻しバネ
１７：接触棒
１８：ソケット左１９：ソケット右
２０：共通電力線[Industrial application fields]
Amusement parks, carts at sightseeing spots, parking lots, cars on public roads, trains [conventional technology]
A typical example of a vehicle that is supplied with electricity while running is a train. However, there are drawbacks such as a long overhead line, a vehicle that cannot operate independently, and a loud vehicle sound.
Recently, there is an automobile called a hybrid car that uses both a gasoline engine and an electric motor. However, it cannot be said that exhaust gas is 0, and the cost is high.
Fuel cells have also been improved year by year, but they have drawbacks such as the need for a facility for producing fuel and heavy fuel cells.
On the other hand, an electric vehicle <EV car> with only a battery and a motor is good for the environment, but its built-in energy is small, and it cannot withstand long-distance running unless it is charged many times.
There are technologies to embed induction coils on the road surface and receive energy supply while the car is running (or stopped at intersections or shops), but it requires a lot of burial space and the amount of replenishment while running is not enough. There were drawbacks.
[Problems to be solved by the invention]
Vehicles (cars, airplanes, etc.) that carry all their energy have problems with pollution and fuel consumption weight. (Internal energy type)
The supply of all energy from the outside (trains, etc.) is important. <External energy type>
Based on a conventional electric vehicle (EV vehicle), a method is devised that can replenish a large amount of energy even while traveling and that the equipment cost (for energy replenishment) can be reduced. (Internal / external energy combined type)
[Means for Solving the Problems]
FIG. 1 is an example of an operation outline diagram on the road surface of an electric vehicle (hereinafter referred to as an EV vehicle) according to the present invention.
In the figure, 1 is a feeder panel, 2 is a contactor or inductor, 3 is an EV car, 4 is a connecting rod (plate), and 5 is a communicator. The power supply panel 1 supplies a DC voltage (or high-frequency voltage) to a connecting rod 4 or a battery built in an EV vehicle through a contactor (or inductor) 2 based on a commercial power supply, a solar power supply, a battery, and the like.
In the figure, when the EV car 3 is operated independently, the connecting rod 4 is folded at the bottom of the vehicle body and can be used as a conventional EV car. (Even in this case, energy can be obtained from the power supply panel 1, but the value is a few tenths of the case of connection.)
The connection / disconnection between the EV cars 3 is automatically performed.
That is, when the driver desires automatic driving, the driver designates the destination by using the keyboard in the vehicle and turns on the “automatic driving” switch.
This information is transmitted to other EV vehicles through one or two communicators 5.
If the other EV car is the EV car you want to connect (hereinafter referred to as EV1), based on the position and direction of the EV car you want to connect (hereinafter referred to as EV2) based on the transmitted information, It is calculated whether it can be connected by guidance, and data for automatic operation is sent back to EV2 only when possible. (An electronic camera may be mounted on EV2, and the connection part of EV1 may be recognized by pattern recognition and connected)
When driving close to a certain distance by automatic driving, the connecting rod on the bottom of the vehicle is extended.
When the distance between the vehicles is further approached, the connecting operation is considered to be finished, and thereafter EV2 is automatically driven so as to follow the movement of EV1. (Brake can be manually operated)
FIG. 2 shows an example of a state after the end of connection.
In the figure, the connecting rods 6 and 7 extending from the left EV1 are in contact with the connecting part of the right EV2. (Electrically connected)
FIG. 3 shows a processing flowchart example at the time of connection.
On the other hand, the separation is performed by switch information from “automatic travel” to “manual operation” of either EV1 or EV2.
When this information is output from EV1, the subsequent vehicle EV2 is braked, the distance between the vehicles is increased, and the connecting rod is shortened to complete.
When this information is output from EV2, EV1 is informed first, and separation is performed in the same manner as described above.
The first of the present invention is that the connecting rod 4 (power line) is provided in the EV vehicle as described above.
When connected in this way, even if the length of the contact 2 on the power supply panel side is short, power is transmitted to all EV cars through the connecting rod. (In FIG. 1, all the connecting rods and the power receiving rods at the bottom of the EV car are always in contact with the contact 2 and can receive power for a long time even while traveling)
Now, it will be described with reference to FIG. 2 that the connecting rod 4 not only supplies power to each EV in common but can also be used as a sensor that enables automatic operation.
The right connecting rod 6 and the left connecting rod 7 of the preceding vehicle EV1 push the springs 8 and 9 of the succeeding vehicle EV2, respectively. The contraction amounts at that time are L1 and L2, respectively, and the maximum and minimum contraction amounts are Lmax, Assuming Lmin, automatic driving is basically Lmin <L1 and L2 <Lmax.
The left and right motors and handles of the following vehicle EV2 may be automatically controlled so that (Automatic tracking to the preceding car EV1)
EV2 may be stopped when L1 and L2> Lmax.
When L1 and L2 <Lmin, the connection is lost or EV2 is regarded as the preceding vehicle.
Next, automatic handling control will be described.
Assuming that the amount of contraction of the springs 10 and 11 in the right-angle direction is L3 and L4, an automatic handling signal is generated when L1> Lmin and L3> Lmin, and when L2> Lmin and L4> Lmin, left turn. What is necessary is just to give to the control apparatus in EV2. (However, when L3 and L4 change suddenly, it is regarded as abnormal and the emergency stop is controlled.)
In the examples described so far, electric power is supplied from the power supply panel to the EV car by the contact method, and the connection is performed by a hard object such as a rod or a plate.
FIG. 3 is another example showing a state of an EV vehicle that is powered by a non-contact method and travels while being connected by a softly reeled connection band.
In the figure, reference numeral 1 denotes a power supply panel (not shown in the figure), which has a built-in battery and an oscillator. The input line includes a commercial power line, a line from a solar panel, etc. The high frequency coil 13 is connected.
The high-frequency coil 13 is composed of two coils on the front and rear sides in this figure, and the distance between them is preferably an inter-vehicle distance, but may be about 4-5 m.
The coil may be embedded in a rubber sheet or a resin sheet. (In addition, the installation interval of the power supply panel 1 may be every several hundred meters.)
The coil 14 is for receiving high-frequency power from the power supply panel 1 by induction, and is stretched all over the bottom of the EV vehicle 3. (Longer in the direction of travel)
4 is a power line for connection or a flexible copper band, etc., which is wound by the rear part of the EV car while traveling alone, but is pulled out to the succeeding car as shown in the figure. It is operated while keeping the distance between cars.
First, the operation will be described with reference to FIG.
The connection / disconnection of the EV car 3 may be substantially the same as described previously.
First, the communicator 12 on the electric power supply side and the communicator 5 on the EV car side communicate with each other, and a control signal for driving is sent to the EV car so as to pass just above the coil 13. 1 starts feeding the coil 13.
This high frequency power is received by the coil 13 on the EV vehicle 3 side, then changed to a DC voltage (direct current voltage), and sent to the power receiving rod 20.
The electric power on the power receiving rod 20 is used for own motor drive and battery saving, but at the same time is used in the same manner for other EV vehicles.
When the EV car further advances, the coil 14 is separated from the left coil 13 of the power supply panel 1 and power reception seems to be interrupted. At this time, the right coil 13 approaches the coil 14 of the next EV car. Receiving power does not stop until the last EV car.
Now, I will explain more specifically how this system is connected.
FIG. 4 shows an example of the principle of the reel type connection method, in which the upper part shows the state before the connection and the lower part shows the state after the end of the connection.
In the figure, when the EV vehicle 3 is operated alone, the connecting plate 4 is wound around the center rod 15 by the force of the spring 16.
The power receiving rod 20 and the connecting plate 4 are electrically connected, and these 15, 16, 17, and 20 are one set in this figure, but two sets for plus and minus may be provided or connected. You may provide one set which divided | segmented the board into 2 sheets.
As described above, when the condition for connecting the two EV cars 3 is established, the EV car 3 at the upper right in FIG. 4 is automatically driven, and gently approaches the EV car at the upper left in FIG. The connection is terminated when the distance between the sockets 18 and 19 is quietly separated and the distance between the vehicles is turned away.
FIG. 5 shows a case where the connecting plate has a bellows shape.
At the time of independent operation, the connecting plate 4 is folded and stored in the EV car 3, but at the time of connection, the connecting plate 4 is pulled out to the succeeding car as shown in the lower diagram of the figure.
As described above, EV cars are connected, and at least the following cars are automatically driven. However, the data for automatic driving includes the communication between the communicators 5 and the communication of the power supply panel in addition to the connecting rod itself. It is acquired by transmission / reception between the child 12 and the communication element 5 or between the artificial satellite and the communication element 5.
The advantages of automatic driving include automatic power supply, and even if you are sleeping you can go to a remote location or call it unattended, but in order to implement this system on public roads, safety verification, road There are major problems such as amendments to traffic laws. Initially, it should be used at amusement parks, factory grounds, golf courses, and sightseeing spots. As one way of ensuring safety, it is desirable to provide a camera / microphone for an EV car, take a video / audio of a car obstructing the route, and provide transmission to a power supply panel or a public line (via the communicator 5).
Next, the power distribution in each part is examined.
Assume that one EV car consumes 3.3kVA. The total power of 20 units connected is 66kVA. If the length of one car + the distance between cars is 6.5m, the total is 130m. Further, it is assumed that there is one power supply panel 1 for every 300 m.
When traveling at 100 km / hour, the power feeding time is 4 seconds and the non-power feeding time is about 5 seconds (this section travels with the inertia energy of an EV vehicle or an internal battery), and reaches the next power feeding panel.
The voltage of the EV vehicle is set to 200 V because of the danger and the pressure resistance of the electric element. The current is 16.5 A per unit and 330 A as a whole.
(Running + charging = 660A if charging is done in the same amount)
Accordingly, since the power of the power supply panel is 66 kVA (4 seconds); 0 kVA (5 seconds), 66 * 4 / (4 + 5) = 29.3 kVA is sufficient. (When only 4/9 is supported)
By the way, what if the power is received without being connected?
Since it becomes 1/20, if 16.5A is increased by 20 times, it will theoretically become the same power as in the case of connection, and it seems that connection is not necessary.
However, if the current is very large, the loss of wiring and semiconductors is large, and the battery is difficult to charge.
It seems awkward, but the power supply panel does not need to be installed evenly on public roads (it is better if it is better), and may be installed in a drive-in or parking lot.
[Brief description of the drawings]
[Fig. 1]: Outline diagram of an electric vehicle driven by a connecting rod [Fig. 2]: Overview diagram of a connecting portion <head of the following vehicle> and a spring sensor [Fig. Schematic diagram of electric vehicle traveling by <or line> [Fig. 5]: Connection part by connecting plate <reel type> Overview diagram [Fig. 6]: Connection part by connecting plate <conduit type> schematic diagram
1: Power supply board 2: Contactor 3: Electric car (EV car or solar car)
4: Connected <Bar or plate or wire>
5: Communication element <Radio wave, ultrasonic wave, or optical transceiver>
6: Left connecting rod 7: Right connecting rod 8: Advancing direction left spring 9: Advancing direction right spring 10: Left right angle spring 11: Right right angle spring 12: Communication element (radio wave, ultrasonic wave, or light) Transceiver)
13: High-frequency coil 14: Power receiving coil 15: Center bar 16: Rewinding spring 17: Contact bar 18: Socket left 19: Socket right 20: Common power line

Claims

In an electric vehicle system for long-distance traveling, electric power is supplied to an electric vehicle equipped with a power storage unit, a power receiving member provided at the bottom of the electric vehicle to the full length of the vehicle, and the electric vehicle and a preceding vehicle or a succeeding vehicle. A connected body, a spot-like power supply provided intermittently on the road surface, and a power supply panel. While the power receiver is stopped or moved on the power supply body, Is supplied to the preceding vehicle or the succeeding vehicle by the electric vehicle and the connecting body via the power feeding body and the power receiving body, and while the power receiving body leaves the power feeding body, the electric vehicle is A connected electric vehicle system characterized by a significant reduction in power storage equipment and the power storage unit by running on the power of the power storage unit

The connected electric vehicle system according to claim 1, wherein one or two pairs of spot contacts or concentric coils are provided as the power feeding body.

The connection according to claim 1, wherein a loop-shaped coil having a length of about the vehicle length or two sets of rod-shaped power reception rods are provided as the power reception body on the bottom surface (under the floor) of the electric vehicle. Type electric vehicle system

The connecting body is a rigid body, and the electric vehicle is a so-called free connection that can move back and forth and right and left. The connected electric vehicle system according to claim 1, wherein a left turn / right turn value is detected and travel management of the electric vehicle is performed based on the value.