JP2015144536A - electric vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electric vehicle for suppressing the wear at the portion where a roller part contacts with an overhead power line.SOLUTION: An electric vehicle 10 charges a power storage device 16 by bringing the power receiving parts 40p and 40n of charging arms 22 into contact with overhead power lines 20. The charging arms 22 have arm parts 86 protruding from the electric vehicle 10 to the outside. The power receiving parts 40p and 40n are roller parts attached to the leading ends of the arm parts 86 for rotating on support shafts 48a and 48b while contacting the overhead power lines 20, and are equipped with brushes 58a and 58b to contact with the portions of the power receiving parts 40p and 40n. The positions, at which the power receiving parts 40p and 40n contact the overhead power lines 20, are offset in the axial directions of the support shafts 48a and 48b from the positions, at which the power receiving parts 40p and 40n contact the brushes 58a and 58b.

Description

  The present invention relates to an electric vehicle that charges a power storage device of an electric vehicle by bringing an overhead line to which power is supplied into contact with a charging unit while traveling.

  In Patent Document 1 below, while the electric vehicle is traveling, the power receiving unit (roller unit) of the charging head provided at the tip of the arm unit of the electric vehicle rotates and contacts the overhead line to which power is supplied. Thus, it is described that the power storage device of the electric vehicle is charged.

JP 2013-233037 A

  In the technique described in Patent Document 1, in order to charge the power storage device, it is necessary to electrically connect the roller unit and the power storage device via a contact energization body such as a brush that contacts the rotating roller unit. There is. For this reason, the roller portion is worn by contact friction with the overhead wire during traveling, and is further worn by contact with the contact energization body.

  Then, an object of this invention is to provide the electric vehicle which suppresses abrasion of the part in which a roller part contacts an overhead wire.

  The present invention provides an electric vehicle that charges a power storage device for driving the electric vehicle by bringing a power receiving unit of a charging arm into contact with an overhead line provided with electric power provided along a traveling path of the electric vehicle. The charging arm includes an arm portion extending from the electric vehicle to the outside of the vehicle, and the power receiving portion is attached to a tip of the arm portion and rotates around a central axis extending in a predetermined direction while contacting the overhead wire. A contact energizing body that is in contact with a part of the roller portion and is electrically connected to an electric wire inside the arm portion, and the roller portion is in contact with the overhead wire at a position where the roller portion is in contact with the overhead wire. The position which contacts a body and the axial direction of the said central axis have shifted | deviated, It is characterized by the above-mentioned.

  The present invention is characterized in that, in the electric vehicle, the contact energization body is pressed toward the roller portion by a biasing member.

  The present invention is characterized in that the electric vehicle includes a bus bar that connects the contact energization body and the electric wire, and the bus bar connects the contact energization body and the electric wire in a slack state.

  In the electric vehicle according to the aspect of the invention, the roller unit includes a first roller member that contacts the overhead wire, and a second roller member that has an outer peripheral surface having a first radius and contacts the contact energization body, The outer peripheral surface of the first roller member has a radius larger than the first radius.

  According to the present invention, the position at which the roller portion contacts the overhead wire is shifted in the axial direction of the central axis from the position at which the roller portion contacts the contact energizer. Abrasion can be suppressed. Therefore, the roller portion and the overhead wire can be stably contacted, and the power from the overhead wire can be stably supplied to the power storage device.

  According to the present invention, since the contact energization member is pressed toward the roller portion by the biasing member, even when the roller portion or the contact energization body is worn due to contact between the roller portion and the contact energization member, The urging member can maintain the contact state between the roller portion and the contact energization body.

  According to the present invention, since the bus bar connecting the contact energization body and the electric wire is in a loosened state, the bus bar can follow the movement of the contact energization body, and the contact energization body is moved to the roller portion side. Can do. Therefore, the contact state between the roller portion and the contact energization body can be maintained.

  According to the present invention, since the outer peripheral surface of the first roller member has a larger radius than the outer peripheral surface of the second roller member, the first roller member can be brought into contact with the overhead wire. Further, since the radius of the second roller member is smaller than that of the first roller member, the peripheral speed of the outer peripheral surface of the second roller member is smaller than that of the first roller member, and wear between the second roller member and the contact current-carrying member. Can be suppressed.

1 is a diagram illustrating a schematic overall configuration of a contact charging system when an electric vehicle according to an embodiment is viewed from above. 1 is a diagram illustrating a schematic overall configuration of a contact charging system when an electric vehicle according to an embodiment is viewed from the front. It is a figure which shows the installation structure of the overhead wire shown in FIG. FIG. 4 is a cross-sectional view taken along line IV-IV in FIG. 3. It is a figure which shows an example of the electric power feeder provided in the travel path. It is a perspective view of the charging head of FIG. It is a side view of the charging head of FIG. It is a top view of the charging head of FIG. It is a figure which shows the contact state of a charging head and an overhead wire. It is a block diagram of the charging arm of FIG. It is a figure which shows the relationship between the rotation angle of a charging arm, and the distance from the side part by the side of the driver's seat of an electric vehicle to an overhead line. It is a figure which shows the charging head in a modification. It is a figure which shows the main-body part shown in FIG. It is a figure which shows the example which provided the accommodating part in the lower part of the main-body part in a modification.

  The electric vehicle according to the present invention will be described in detail below with reference to the accompanying drawings and preferred embodiments.

  FIG. 1 shows a schematic overall configuration of the contact charging system 12 when the electric vehicle 10 is viewed from above, and FIG. 2 shows a schematic overall configuration of the contact charging system 12 when the electric vehicle 10 is viewed from the front. Show. The electric vehicle 10 is a vehicle on which an electric motor 14 as a drive source and a driving power storage device 16 for supplying electric power to the electric motor 14 are mounted. For example, an electric vehicle, a hybrid vehicle on which an internal combustion engine is mounted, This also applies to fuel cell vehicles equipped with fuel cells. Note that the front-rear, left-right, and up-down directions will be described according to the directions of the arrows shown in FIGS.

  The contact charging system 12 includes at least an overhead wire 20 made of a conductive material to which electric power is supplied and an electric vehicle 10 including a charging arm 22 that can come into contact with the overhead wire 20. The charging arm 22 is provided on the side portion 10 s on the right driver's seat 18 side of the electric vehicle 10, and is disposed between the front wheel WF and the rear wheel WR. In a country where the road is on the right side, the driver's seat 18 is generally provided on the left side of the electric vehicle 10, so the charging arm 22 is provided on the left side of the electric vehicle 10.

  The overhead line 20 is installed along the travel path (road) 24 of the electric vehicle 10 so as to face the side portion 10s of the electric vehicle 10 on the driver's seat 18 side. The overhead line 20 is installed on the center line side of the travel path 24. In the case of a road having a plurality of diagonal lines on one side (for example, in the case of a road with two lanes on one side, three lanes on one side, etc.), the overhead line 20 is not installed in each lane but in the vicinity of the center line. In addition, in the case of a road with a median strip, the overhead line 20 may be installed in the median strip.

  The overhead line 20 may be provided with a length of a predetermined section. The length of the predetermined section is set to such a length that the electric vehicle 10 can charge the amount of power that can be traveled from the position where a certain overhead line 20 is provided to the position where the next overhead line 20 is provided. May be. While the electric vehicle 10 travels along the overhead line 20 on the traveling path 24 on which the overhead line 20 is installed, the charging head 26 that is the tip of the charging arm 22 is extended outward in the vehicle width direction. The power storage device 16 is charged in contact with the overhead line 20.

  3 is a view showing the installation structure of the overhead wire 20, and FIG. 4 is a cross-sectional view taken along the line IV-IV in FIG. The overhead wire 20 is held by an overhead wire holding portion 30 made of an insulating material, and the overhead wire holding portion 30 is supported from the back side by guard posts 32 provided at predetermined intervals along the traveling path 24. The guard post 32 supports the overhead wire holding portion 30 so that the overhead wire 20 has a height at which the overhead wire 20 can come into contact with the distal end portion of the charging arm 22. The overhead wire holding unit 30 holds the overhead wire 20 along the length direction of the overhead wire 20.

  The power supply device 34 supplies power to the overhead line 20. The overhead wire 20 includes a positive electrode side overhead wire 20p made of a conductive material and a negative electrode side overhead wire 20n made of a conductive material disposed below the positive electrode side overhead wire 20p. A first voltage, which is a high DC voltage, is applied to the positive side overhead line 20p from the power supply device 34, and a second voltage, which is a low DC voltage (reference voltage) lower than the first voltage, is applied to the negative side overhead line 20n. Is applied from the power supply 34. A V-shaped groove 36 is formed on the surface side of the overhead wire holding portion 30 so as to open in the vertical direction. A positive side overhead wire 20p is embedded in the upper surface 36a of the V-shaped groove 36 so that the surface is exposed, and a negative electrode side overhead wire 20n is embedded in the lower surface 36b so that the surface is exposed. The voltage applied to the overhead wire 20 (20p, 20n) may be an alternating voltage. The overhead wire 20, the overhead wire holding unit 30, and the power supply device 34 constitute a power feeding device 38 that supplies power to the electric vehicle 10.

  FIG. 5 is a diagram illustrating an example of the power feeding device 38 provided on the travel path 24. FIG. 5 shows a three-lane traveling road 24, that is, a six-lane road, and a road provided with a median strip 39 as a center line. One travel path 24 is a travel path 24a on which the electric vehicle 10 travels, and the other travel path 24 is a travel path 24b on which the oncoming vehicle travels. The median strip 39 as the center line is for dividing the travel path 24a and the travel path 24b.

  As shown in FIG. 5, the overhead wire holding portion 30 that holds the overhead wire 20 is provided corresponding to each of the traveling paths 24 a and 24 b. The overhead wire holding part 30 provided corresponding to the travel path 24a is provided on the travel path 24b side of the travel path 24a, and the overhead line holding part 30 provided corresponding to the travel path 24b is the travel path of the travel path 24b. 24a is provided. Moreover, the power supply device 34 is provided between the traveling path 24a and the traveling path 24b. In FIG. 5, the power supply device 34 is provided in the central separation band 39. Thereby, the power supply device 34 supplied to the overhead line 20 provided in the traveling paths 24a and 24b can be made common. That is, electric power is supplied from one power supply device 34 to the overhead line 20 of the traveling paths 24a and 24b. Thereby, it can suppress that the electrical wiring from the power supply device 34 to the overhead wire 20 of the traveling paths 24a and 24b becomes complicated.

  An overhead wire holding part 30 that holds the overhead wire 20 corresponding to the traveling paths 24 a and 24 b may be provided in the central separation band 39. In this case, the overhead wire holding part 30 corresponding to the traveling road 24a is provided on the traveling road 24a side, and the overhead wire holding part 30 corresponding to the traveling road 24b is provided on the traveling road 24b side.

  6 is a perspective view of the charging head 26, FIG. 7 is a side view of the charging head 26, and FIG. 8 is a plan view of the charging head 26. The charging head 26 includes a pair of upper and lower power receiving portions 40p on the positive electrode side as roller portions that contact the positive electrode side overhead wire 20p of the overhead wire 20 and a power receiving portion 40n on the negative electrode side as roller portions that contact the negative electrode side overhead wire 20n. . The power receiving units 40p and 40n are provided on the front end side of the charging head 26. The power receiving units 40p and 40n are made of a conductive material. As shown in FIG. 7, the power receiving units 40p and 40n have the same structure and shape, and have a first roller member 42a having a substantially truncated cone shape, and a substantially circular column provided on the bottom surface side of the first roller member 42a. And a second roller member 42b having the shape of The first roller member 42a and the second roller member 42b are integrally formed so that the centers are coaxial.

  The cylindrical second roller member 42b has an outer peripheral surface with a first radius r1, and the outer peripheral surface of the first roller member 42a has a radius larger than the first radius r1. Thereby, the 1st roller member 42a can be made to contact with the overhead wire 20, and the peripheral speed of the outer peripheral surface of the 2nd roller member 42b becomes small compared with the 1st roller member 42a. Specifically, the first roller member 42a has a bottom surface formed by a circle having a second radius r2 larger than the first radius r1, and an upper surface formed by a circle having a third radius r3 smaller than the second radius r2. It is a truncated cone. That is, the outer peripheral surface of the first roller member 42a is formed with the second radius r2 and the third radius r3. The third radius r3 may be smaller or larger than the first radius r1.

  The power receiving units 40p and 40n are attached to the charging head 26 so as to be spaced symmetrically in the vertical direction so that the second roller members 42b face each other. The first roller member 42a of the positive-side power receiving unit 40p and the negative-side power receiving unit 40n can contact the positive-side overhead wire 20p and the negative-side overhead wire 20n provided in the V-shaped groove 36. The first roller member 42a may have a cylindrical shape with the second radius r2. In this case, it is not necessary to provide the V-shaped groove 36 in the overhead wire holding part 30.

  The power receiving units 40p and 40n are rotatably supported by a rotation support unit 46 attached to the main body 44 of the charging head 26. The rotation support part 46 includes a first support part 46a that pivotally supports the power receiving part 40p and a second support part 46b that pivotally supports the power reception part 40n. Specifically, the first support portion 46a has a support shaft (center axis) 48a extending in the vertical direction for supporting the power receiving portion 40p, and the power receiving portion 40p is rotatably attached to the support shaft 48a via the bearing 50a. It has been. Similarly, the second support portion 46b has a support shaft (center shaft) 48b extending in the vertical direction for supporting the power receiving portion 40n, and the power receiving portion 40n is rotatably attached to the support shaft 48b via the bearing 50b. It has been. The first support portion 46a and the second support portion 46b have the same shape, and are attached to the main body portion 44 symmetrically in the vertical direction.

  The main body 44 is provided with a base 52 having a disk-shaped flange 52a and a partition that is connected to the side of the flange 52a from the side of the charging head 26 toward the front end side of the charging head 26, and partitions the power receiving unit 40p and the power receiving unit 40n vertically. Plate 54. The first support portion 46 a is attached above the partition plate 54, and the second support portion 46 b is attached below the partition plate 54. The front end portions of the power receiving portions 40p and 40n (the front end portion of the first roller member 42a) protrude from the partition plate 54 toward the front end side. Therefore, the front ends of the power receiving units 40p and 40n can be in contact with the overhead wire 20. As shown in FIG. 6, the rear side of the main body 44 and the power reception units 40p and 40n is covered with a cover 56.

  In the first support portion 46a, a conductive brush (contact energization body) 58a that contacts the second roller member 42b of the power receiving portion 40p is disposed in the longitudinal direction of the charging head 26 (in the direction of the arrow x shown in FIGS. 7 and 8). ) Is slidable along the surface. The contact surface of the brush 58a that contacts the second roller member 42b has an arcuate shape along the shape of the second roller member 42b. The two conductive bus bars 60a and 60a are electrically connected to the brush 58a through the through hole 62a formed in the base portion 52 and the through hole 64a formed in the first support portion 46a. Has been. The two bus bars 60a, 60a are connected to the brush 58a at a predetermined interval in the horizontal direction. The other end sides of the bus bars 60a, 60a are fixed in a state where they cannot move, and the power storage device of the electric vehicle 10 is connected via an electric wire 86a provided inside the arm portion 86 (see FIG. 10) of the charging arm 22. 16 is electrically connected. The through hole 62a branches into two in the horizontal direction within the flange 52a of the base 52 and communicates with the through hole 64a. The opening 66a of the through hole 64a has a size that covers the two openings 68a and 68a of the through hole 62a formed in the flange 52a.

  Similarly, in the second support portion 46b, a conductive brush (contact current conductor) 58b that comes into contact with the second roller member 42b of the power receiving portion 40n is provided so as to be slidable along the longitudinal direction of the charging head 26. It has been. The contact surface of the brush 58b that contacts the second roller member 42b has an arcuate shape along the shape of the second roller member 42b. The two conductive bus bars 60b and 60b are connected to the brush 58b through the through hole 62b formed in the base portion 52 and the through hole 64b formed in the second support portion 46b. . The two bus bars 60b and 60b are connected to the brush 58b at a predetermined interval in the horizontal direction. The other end sides of the bus bars 60b, 60b are fixed in a state where they cannot move, and the power storage device of the electric vehicle 10 is connected via an electric wire 86b provided in the arm portion 86 (see FIG. 10) of the charging arm 22. 16 is connected. The through hole 62b branches into two in the horizontal direction within the flange 52a of the base 52 and communicates with the through hole 64b. The opening 66b of the through hole 64b has a size that covers the two openings 68b and 68b of the through hole 62b formed in the flange 52a.

  Here, while the electric vehicle 10 is running, as shown in FIG. 9, the power receiving units 40p and 40n of the charging head 26 are charged by contacting the overhead wire 20, so the power receiving units 40p and 40n of the charging head 26 are It contacts the brushes 58a and 58b while rotating. Therefore, contact friction occurs between the power receiving units 40p and 40n and the brushes 58a and 58b. Therefore, the second roller member 42b and / or the brushes 58a and 58b of the power receiving units 40p and 40n are gradually scraped and worn over time, and the brushes 58a and 58b and the second rollers of the power receiving units 40p and 40n are secondly worn. It will be in a non-contact state with the roller member 42b.

  Therefore, the brush members 58a and 58b are attached to the second roller member 42b side (the tip side of the charging head 26) along the arrow x direction by spring members (biasing members) 70a and 70b provided in the through holes 64a and 64b. Energize (press). As a result, even when the power receiving units 40p and 40n and / or the brushes 58a and 58b are scraped, the brushes 58a and 58b are slid (moved) to the tip side by the spring members 70a and 70b, and the power receiving unit It can be pressed against the second roller member 42b of 40p, 40n. Therefore, the first voltage from the positive side overhead line 20p can be reliably transmitted to the bus bars 60a and 60a through the positive power receiving unit 40p, and the first voltage from the negative side overhead line 20n can be transmitted through the negative power receiving unit 40n. Two voltages can be reliably transmitted to the bus bars 60b and 60b.

  In addition, the charging head 26 holds the bus bars 60a and 60a in the through holes 62a and 64a and the bus bars 60b and 60b in the through holes 62b and 64b in a state where the bus bars 60b and 60b are loosened to some extent. That is, compared to the length of the shortest distance of the bus bars 60a, 60b that connect the tip ends of the electric wires 86a, 86b and the brushes 58a, 58b, the length of the bus bars 60a, 60b is set with an extra length. The extra length is loosened in the through holes 62a and 64a and the through holes 62b and 64b. Thereby, bus bar 60a, 60b can be made to follow the movement of brush 58a, 58b, and brush 58a, 58b can be moved to the electric power receiving part 40p, 40n side.

  One end of the spring member 70a is attached to the brush 58a between the two bus bars 60a and 60a, and the other end is attached to the flange 52a between the openings 68a and 68a. Similarly, the spring member 70b has one end attached to the brush 58b between the two bus bars 60b and 60b and the other end attached to the flange 52a between the openings 68b and 68b.

  Further, the contact between the first roller member 42a of the power receiving units 40p and 40n and the overhead wire 20 due to the rotation of the power receiving units 40p and 40n causes the first roller member 42a and / or the overhead wire 20 of the power receiving units 40p and 40n to be Over time, it gradually wears away and wears. Due to this wear, wear debris (cutting debris) of the first roller member 42a and / or the overhead wire 20 appears. Further, as described above, due to wear due to contact friction between the second roller member 42b of the power receiving portions 40p and 40n and the brushes 58a and 58b, wear debris (cutting debris) of the second roller member 42b and / or the brushes 58a and 58b. coming out.

  If the worn debris is scattered around, there is a possibility of adverse effects such as poor insulation on peripheral parts. Further, it is conceivable that the wear residue generated by the rotation of the power receiving unit 40p falls down and adversely affects the power receiving unit 40n. For example, the contact state between the overhead wire 20 and the power receiving unit 40n may be affected, the power receiving unit 40p may not rotate smoothly, or an arc may be generated.

  Therefore, a concave portion 54a that is recessed downward by a predetermined depth is provided on the upper surface of the partition plate (accommodating portion) 54 provided between the power receiving portions 40p and 40n. The recess 54 a is formed along the outer periphery of the partition plate 54. Since the wear residue generated by the contact friction between the first roller member 42a of the power receiving unit 40p and the positive side overhead wire 20p is accommodated in the recess 54a, the friction between the first roller member 42a of the power receiving unit 40p and the positive side overhead wire 20p is accommodated. It is possible to prevent the wear residue generated by the contact from being scattered around. Therefore, it is possible to suppress adverse effects such as defective insulation on peripheral components.

  Further, when the charging head 26 is viewed from above and below, the recess 54a is formed on the partition plate 54 so as to surround the contact position between the power receiving unit 40p and the brush 58a. Accordingly, since the wear residue generated by the contact friction between the second roller member 42b of the power receiving unit 40p and the brush 58a is also accommodated in the recess 54a, it is generated by the contact friction between the second roller member 42b of the power receiving unit 40p and the brush 58a. It is possible to prevent the worn debris from being scattered around. Therefore, it is possible to suppress adverse effects such as defective insulation on peripheral components.

  As shown in FIG. 10, in addition to the charging head 26, the charging arm 22 moves the charging head 26 in the direction of the arrow q (q1, q2) via the bracket 80 to which the charging head 26 is attached and the bracket 80. And a slider crank mechanism 82 for rotating.

  The slider crank mechanism 82 rotates around a rotation shaft 84 provided in the electric vehicle 10 and extends horizontally in the vehicle width outward direction, and from the arm 86 to the vehicle body inside the electric vehicle 10. A slide rail 88 attached along the longitudinal direction of the vehicle body, an actuator 90 that slides on the slide rail 88 in the direction of the arrow p (p1, p2), and one end rotatably attached to the arm portion 86, and the other end Has a spring damper 92 rotatably attached to the actuator 90. The charging head 26 is attached to the distal end side (the side opposite to the rotation shaft 84) of the arm portion 86 via a bracket 80. The spring damper 92 urges the arm portion 86 in a direction in which the arm portion 86 is expanded outward in the vehicle width.

  When the actuator 90 moves on the slide rail 88 in the arrow p1 direction, the arm portion 86 rotates about the rotation shaft 84 in the arrow q1 direction, and the charging head 26 also moves together in the arrow q1 direction. As a result, the arm portion 86 opens horizontally from the side of the vehicle body of the electric vehicle 10 around the rotation shaft 84, and the charging head 26 moves to the overhead wire 20 side.

  On the other hand, when the actuator 90 moves on the slide rail 88 in the arrow p2 direction, the arm portion 86 rotates about the rotation shaft 84 in the arrow q2 direction, and the charging head 26 also moves in the arrow q2 direction together. As a result, the arm portion 86 is closed, and the charging head 26 is housed in the electric vehicle 10.

  In the present embodiment, the position of the actuator 90 when the charging head 26 is housed (the state indicated by the two-dot chain line in FIG. 10) is the initial position d1, and when charging is performed, the actuator 90 is moved in the direction of the arrow p1. Are moved from the initial position d1 to the predetermined position d2. Thereby, the arm part 86 expand | deploys to 1st rotation angle (theta) 1, and the charging head 26 protrudes to the overhead wire 20 side (outside of the electric vehicle 10) (state shown as the continuous line of FIG. 10). The rotation angle means an angle from the state where the arm portion 86 is stored.

  As shown in FIG. 11, when the arm portion 86 is deployed to the first rotation angle θ1, the charging head 26 is placed on the overhead line 20 that is separated from the side portion 10s on the driver's seat 18 side of the electric vehicle 10 by the first predetermined distance z1. Can touch. When the distance from the side portion 10s on the driver's seat 18 side of the electric vehicle 10 to the overhead line 20 becomes shorter than the first predetermined distance z1, the charging head 26 is pressed by the overhead line 20, and the arm portion 86 is attached to the spring damper 92. It rotates in the direction of the arrow q2 (closing direction) against the force. Accordingly, the charging head 26 also moves in the arrow q2 direction (vehicle body side direction).

  However, since the spring damper 92 cannot be shrunk beyond a predetermined length, the range in which the charging head 26 can move in the arrow q2 direction is limited. For the sake of convenience, the rotation angle of the arm portion 86 when the spring damper 92 is most contracted is referred to as a second rotation angle θ2. That is, at the time of power reception, the arm portion 86 can be rotated within the range of the first rotation angle θ1 to the second rotation angle θ2 by the spring damper 92. Therefore, when the arm portion 86 is at the second rotation angle θ2, the distance between the overhead line 20 that contacts the power receiving portions 40p and 40n of the charging head 26 and the side portion 10s on the driver's seat 18 side of the electric vehicle 10 is The second predetermined distance z2 is shorter than one predetermined distance z1. At the time of charging, the rotation angle of the arm portion 86 does not become smaller than the second rotation angle θ2, so that the distance between the side portion 10s on the driver's seat 18 side of the electric vehicle 10 and the overhead wire 20 (hereinafter referred to as “the overhead wire 20”). The “distance between the electric vehicle 10 and the overhead wire 20” is not smaller than the second predetermined distance z2.

  When the spring damper 92 is contracted to a certain length, the rotation angle is controlled by interlocking the contraction of the spring damper 92 and the actuator 90 by moving the actuator 90 in the direction of the arrow p2. Also good. In this case, the contact pressure between the overhead wire 20 and the power receiving units 40p, 40n by the spring damper 92 can be controlled more finely. Even in this case, the rotation range of the arm portion 86 is limited to a predetermined angle range.

  Here, since the electric vehicle 10 is charged during traveling, the electric vehicle 10 swings left and right due to vibration and shaking of the electric vehicle 10 during traveling, and the distance between the electric vehicle 10 and the overhead line 20 becomes longer. It will be shorter. In addition, when the distance between the electric vehicle 10 and the overhead wire 20 becomes shorter than the first predetermined distance z1, the power receiving units 40p and 40n of the charging head 26 are pressed against the overhead wire 20 by the urging force of the spring damper 92. Therefore, by keeping the distance between the electric vehicle 10 and the overhead wire 20 shorter than the first predetermined distance z1 during charging during traveling, the spring damper 92 can be used even when vibration or shaking occurs in the electric vehicle 10. Thus, the contact pressure between the power receiving units 40p and 40n of the charging head 26 and the overhead wire 20 can be maintained and can be stably contacted.

  When charging, the electric vehicle 10 is caused to travel such that the distance between the electric vehicle 10 and the overhead line 20 is exactly the middle distance between the first predetermined distance z1 and the second predetermined distance z2 (third predetermined distance z3). Thus, it is possible to cope with the left and right shake of the electric vehicle 10 most effectively. For the sake of convenience, the rotation angle of the arm portion 86 when the distance between the electric vehicle 10 and the overhead wire 20 becomes the third predetermined distance z3 is referred to as a third rotation angle (predetermined rotation angle) θ3.

  In the present embodiment, it is assumed that electric vehicle 10 travels such that the distance between electric vehicle 10 and overhead wire 20 is a third predetermined distance z3. Therefore, as shown in FIG. 1, a guideline 100 that guides the distance between the electric vehicle 10 and the overhead line 20 may be provided on the travel path 24. In this case, this guideline 100 also constitutes the contact charging system 12.

  When the rotation angle of the arm portion 86 is the third rotation angle θ3, the charging head 26 is attached to the bracket 80 so that the longitudinal direction of the charging head 26 is orthogonal to the overhead line 20 with respect to the overhead line 20. It is attached to the arm part 86 via That is, the charging head 26 is connected to the arm portion 86 via the bracket 80 so that the longitudinal direction of the charging head 26 is bent toward the opening direction side of the arm portion 86 with respect to the longitudinal direction (extending direction) of the arm portion 86. It is attached to the tip. The longitudinal direction of the charging head 26 and the longitudinal direction of the arm portion 86 form a predetermined angle.

  Note that an angle α formed by the longitudinal direction of the charging head 26 and the overhead wire 20 when the rotation angle of the arm portion 86 is the third rotation angle θ3 is α3 (α3 = 90 degrees). Further, the angle α formed by the longitudinal direction of the charging head 26 and the overhead wire 20 when the rotation angle of the arm portion 86 is the first rotation angle θ1 is α1, and the rotation angle of the arm portion 86 is the second rotation angle. An angle α formed between the longitudinal direction of the charging head 26 and the overhead line 20 at the moving angle θ2 is α2. The angle α defined in the present embodiment refers to the smaller angle among the angles formed by the longitudinal direction of the charging head 26 and the overhead wire 20.

  Here, if the charging head 26 is provided so that the longitudinal direction of the charging head 26 is orthogonal to the overhead line 20 when the rotation angle of the arm portion 86 is the first rotation angle θ1, the electric vehicle 10 and the overhead line 20 are provided. Is the second predetermined distance z2, the angle α formed by the charging head 26 with respect to the overhead line 20 is excessively smaller than α1 and α2. Conversely, when the charging head 26 is provided so that the longitudinal direction of the charging head 26 is orthogonal to the overhead line 20 when the rotation angle of the arm portion 86 is the second rotation angle θ2, the electric vehicle 10 and the overhead line 20 are provided. Is the first predetermined distance z1, the angle α formed by the charging head 26 with respect to the overhead line 20 is excessively smaller than α1 and α2. As a result, the charging head 26 has an excessively acute angle with respect to the overhead wire 20, so that portions other than the power receiving units 40 p and 40 n (for example, the cover 56) of the charging head 26 interfere with the overhead wire 20. There is a possibility that the portions 40p, 40n cannot contact the overhead wire 20.

  Therefore, when the rotation angle of the arm portion 86 is the third rotation angle θ3, the charging head 26 is arranged such that the longitudinal direction of the charging head 26 faces the overhead wire 20 (that is, the charging head 26 and the overhead wire 20 face each other). 26 is provided, even if the distance between the electric vehicle 10 and the overhead line 20 varies within the range from the first predetermined distance z1 to the second predetermined distance z2, the power receiving unit 40p of the charging head 26 stably. 40n and the overhead wire 20 can be brought into contact with each other.

  As described above, in the present embodiment, the charging head 26 has an overhead line in which the longitudinal direction is perpendicular to the overhead line 20 when the arm portion 86 is deployed so as to have the third rotation angle θ3. 20 (ie, the charging head 26 and the overhead line 20 are directly facing each other), and the arm portion 86 expands to a first rotation angle θ1 larger than the third rotation angle θ3. . Thereby, even if the distance α between the electric vehicle 10 and the overhead line 20 varies and the angle α formed between the charging head 26 and the overhead line 20 varies, the power receiving units 40p and 40n and the overhead line 20 are stably contacted. Can be made.

  The charging arm 22 includes an actuator 90 that slides on the slide rail 88, and a spring damper 92 that has one end rotatably attached to the arm portion 86 and the other end rotatably attached to the actuator 90. The spring damper 92 urges the arm portion 86 in a direction in which the arm portion 86 is deployed outward in the vehicle width. Accordingly, when the power receiving units 40p and 40n come into contact with the overhead wire 20 and the arm portion 86 is returned to the electric vehicle 10 side, the power receiving units 40p and 40n can be pressed against the overhead wire 20 by the biasing force of the spring damper 92. Therefore, the contact pressure between the power receiving units 40p, 40n and the overhead wire 20 can be maintained, and the power from the overhead wire 20 can be stably supplied to the power storage device 16.

  The charging head 26 is attached to the tip of the arm portion 86 via the bracket 80 so that the longitudinal direction of the charging head 26 and the extending direction of the arm portion 86 form a predetermined angle. As a result, when the arm portion 86 is deployed so as to have the third rotation angle θ3, the charging head 26 is positioned so that the longitudinal direction of the charging head 26 faces the overhead line 20 in a direction perpendicular to the overhead line 20. It can be easily attached to the tip of the arm portion 86.

  The overhead wire 20 is in contact with the first roller member 42a of the power receiving units 40p and 40n, and the brushes 58a and 58b are in contact with the second roller member 42b of the power receiving units 40p and 40n. That is, the position where the power receiving units 40p and 40n are in contact with the overhead wire 20 is shifted from the position where the power receiving units 40p and 40n are in contact with the brushes 58a and 58b in the axial direction of the support shafts 48a and 48b. Thereby, abrasion of the power receiving units 40p and 40n at the contact position between the power receiving units 40p and 40n and the overhead wire 20 can be suppressed. Therefore, the power receiving units 40p and 40n and the overhead wire 20 can be stably brought into contact with, and the power from the overhead wire 20 can be stably supplied to the power storage device 16.

  The charging head 26 includes spring members 70a and 70b that press the brushes 58a and 58b toward the power receiving units 40p and 40n. Thus, even if the power receiving units 40p and 40n or the brushes 58a and 58b are worn due to contact between the power receiving units 40p and 40n and the brushes 58a and 58b, the spring members 70a and 70b and the power receiving units 40p and 40n and the brushes The contact state with 58a, 58b can be maintained.

  The charging head 26 holds the bus bars 60a and 60b connecting the brushes 58a and 58b and the electric wires 86a and 86b in a relaxed state. Thereby, bus bar 60a, 60b can be made to follow the movement of brush 58a, 58b, and brush 58a, 58b can be moved to the electric power receiving part 40p, 40n side. Therefore, the contact state between the power receiving units 40p and 40n and the brushes 58a and 58b can be maintained.

  The power receiving units 40p and 40n include a first roller member 42a that contacts the overhead wire 20, and a second roller member 42b that has an outer peripheral surface having a first radius r1 and contacts the brushes 58a and 58b. The outer peripheral surface of 42a has a radius larger than the first radius r1. Thereby, the first roller member 42 a can be brought into contact with the overhead wire 20. Further, the peripheral speed of the outer peripheral surface of the second roller member 42b is smaller than that of the first roller member 42a, and wear of the second roller member 42b and the brushes 58a and 58b can be suppressed.

  In addition, since the charging arm 22 extends from the side portion 10s on the driver's seat 18 side of the electric vehicle 10 to the outside in the vehicle width direction, the driver can easily grasp the distance between the electric vehicle 10 and the overhead wire 20, and The contact state between the power receiving units 40p and 40n of the charging arm 22 and the overhead wire 20 can be satisfactorily maintained by steering the steering wheel.

  When the two-wheeled vehicle is traveling on a lane adjacent to the center line or the center separation band 39, the four-wheeled vehicle is not normally overtaken from the center line or the center separation band 39 side. Therefore, since the charging arm 22 is provided on the center line side or the center separation band 39 side of the electric vehicle 10, the safety of the motorcycle or the like can be ensured.

  Since the guideline 100 which guides the distance between the electric vehicle 10 and the overhead line 20 is provided in the traveling path 24, the distance between the electric vehicle 10 and the overhead line 20 can be kept at an appropriate distance. Therefore, the contact state between the power receiving units 40p and 40n of the charging arm 22 and the overhead wire 20 can be maintained satisfactorily.

  Since the power supply device 34 that supplies power to the overhead wire 20 is provided between the travel path 24a on which the electric vehicle 10 travels and the travel path 24b on which the oncoming vehicle travels, the travel path 24a and the travel path 24b The power supply device 34 can be shared. Therefore, it is possible to prevent the electrical wiring from the power supply device 34 to the overhead line 20 of each of the travel paths 24a and 24b from becoming complicated.

  Moreover, since the recessed part 54a dented only by the predetermined depth is formed in the upper surface of the partition plate 54 of the charging head 26, when the power receiving part 40p or the overhead line 20 is worn by the contact between the power receiving part 40p and the overhead line 20 Even if it exists, a wear residue can be accommodated. As a result, it is possible to suppress wear debris of the power receiving unit 40p or the overhead wire 20 from being scattered around and having an adverse effect such as insulation failure on peripheral components.

  The partition plate 54 is formed with a concave portion 54a so as to surround the contact position between the power receiving unit 40p and the brush 58a when viewed from above and below. As a result, even if wear debris is generated due to wear between the power receiving unit 40p and the brush 58a, the wear debris can also be accommodated in the partition plate 54. As a result, it is possible to suppress the occurrence of defective insulation or the like in peripheral components due to wear debris generated by the contact between the power receiving unit 40p and the brush 58a.

  The charging head 26 includes a pair of positive and negative power receiving units 40p, 40n that are spaced apart from each other in the vertical direction, and the partition plate 54 is disposed between the pair of power receiving units 40p, 40n in the vertical direction. Yes. As a result, for example, it is possible to prevent wear debris generated by the power receiving unit 40p disposed on the upper side from falling to the lower power receiving unit 40n and adversely affecting the contact state between the lower power receiving unit 40n and the overhead wire 20. can do. Therefore, the power from the overhead line 20 can be stably supplied to the power storage device 16 via the pair of power receiving units 40p and 40n.

[Modification]
The charging head 26 of the above embodiment may be modified as follows. FIG. 12 shows a charging head 26A in this modification, and FIG. 13 is a view showing the main body 44A shown in FIG. Note that in this modification, a configuration having the same function as in FIG. 1 is denoted by A after the reference symbol, and only necessary portions will be described. As described above, the through hole 62aA provided in the base portion 52A of the main body 44A branches into two in the flange 52aA and communicates with the two openings 68aA and 68aA formed in the flange 52aA. Unlike the above-described embodiment, the through-hole 62aA has the same cross-sectional area and is formed horizontally in the base 52A. A recess 110 is formed on the upper surface of the partition plate 54A on the side of the openings 68aA and 68aA. The recess 110 is formed so that the two bus bars 60aA and 60aA extending from the two openings 68aA and 68aA horizontally through the through-hole 62aA do not interfere with the partition plate 54A. The two bus bars 60aA, 60aA extend from the openings 68aA, 68aA so as to bend upward using the space formed by the recess 110, and are connected to the brush 58aA through the first support portion 46aA. (Not shown). In this modification, the two bus bars 60aA, 60aA are held in a slack state in the through hole 64aA of the first support portion 46aA (not shown). On the upper surface of the partition plate (accommodating portion) 54A, a concave portion 54aA is formed that is recessed by a predetermined depth along the outer periphery. The recess 54aA accommodates wear debris generated by contact friction between the positive electrode side overhead wire 20pA and the power receiving unit 40pA and wear debris generated by contact friction between the power reception unit 40pA and the brush 58aA.

  Although not shown, the communication state of the bus bars 60bA and 60bA is the same as that of the bus bars 60aA and 60aA. That is, unlike the above embodiment, the through-hole 62bA has the same cross-sectional area and is formed horizontally in the base portion 52A. And the recessed part 110 is formed in the lower surface by the side of the opening part 68bA of the partition plate 54A, 68bA. The recess 110 is formed so that the two bus bars 60bA and 60bA extending from the two openings 68bA and 68bA horizontally through the through-hole 62bA do not interfere with the partition plate 54A. The two bus bars 60bA and 60bA extend from the openings 68bA and 68bA so as to curve downward, and are connected to the brush 58bA through the second support 46bA (not shown). In this modification, the two bus bars 60bA and 60bA are held in a slack state in the through hole 64bA of the second support portion 46bA.

  The recess 112 formed on the upper surface of the partition plate 54A is formed to receive the support shaft 48aA, and the lower surface of the partition plate 54 is similarly formed with a recess (not shown) for receiving the support shaft 48bA.

  In order to accommodate the wear debris generated by the contact friction between the negative side overhead wire 20nA and the power receiving unit 40nA and the wear debris generated by the contact friction between the power reception unit 40nA and the brush 58bA, as shown in FIG. An accommodation portion 114 having a recess 114a formed in the lower portion of 26A (main body portion 44A) may be provided. The recess 114 a is formed on the upper surface of the accommodating portion 114.

DESCRIPTION OF SYMBOLS 10 ... Electric vehicle 12 ... Contact charging system 14 ... Electric motor 16 ... Power storage device 18 ... Driver's seat 20 ... Overhead wire 20p, 20pA ... Positive side overhead wire 20n, 20nA ... Negative electrode side overhead wire 22 ... Charging arm 24, 24a, 24b ... Traveling path 26 , 26A ... charging head 30 ... overhead wire holding part 34 ... power supply device 38 ... power feeding device 39 ... center separation strips 40p, 40n, 40pA, 40nA ... power receiving part 42a ... first roller member 42b ... second roller member 44, 44A ... main body Portion 46 ... Rotation support 46a, 46aA ... First support 46b, 46bA ... Second support 48a, 48b, 48aA, 48bA ... Support shaft 52, 52A ... Base 52a, 52aA ... Flange 54, 54A ... Partition plate 54a, 54aA, 110, 112, 114a ... concave portions 58a, 58b, 58aA, 58bA ... brushes 60a, 60b, 0aA, 60bA: Bus bars 62a, 62b, 64a, 64b, 62aA, 62bA, 64aA, 64bA ... Through holes 70a, 70b ... Spring members 84 ... Rotating shafts 86 ... Arm portions 86a, 86b ... Electric wires 88 ... Slide rails 90 ... Actuators 92 ... Spring damper 100 ... Guideline 114 ... Housing

Claims (4)

In the electric vehicle for charging the power storage device for driving the electric vehicle by bringing the power receiving unit of the charging arm into contact with the overhead line supplied with the electric power provided along the traveling path of the electric vehicle,
The charging arm includes an arm portion extending from the electric vehicle to the outside of the vehicle,
The power receiving unit is a roller unit that is attached to the tip of the arm unit and rotates about a central axis that extends in a predetermined direction while being in contact with the overhead wire.
A contact energization body that contacts a part of the roller portion and is electrically connected to the electric wire inside the arm portion,
The electric vehicle according to claim 1, wherein a position where the roller portion contacts the overhead wire is shifted from a position where the roller portion contacts the contact energization body in an axial direction of the central axis. The electric vehicle according to claim 1,
The electric contact vehicle is pressed toward the roller part by an urging member. The electric vehicle according to claim 2,
A bus bar for connecting the contact energizer and the electric wire;
The electric vehicle characterized in that the bus bar connects the contact energization body and the electric wire in a slack state. The electric vehicle according to any one of claims 1 to 3,
The roller portion includes a first roller member that contacts the overhead wire, and a second roller member that has an outer peripheral surface having a first radius and contacts the contact energization body,
The electric vehicle characterized in that an outer peripheral surface of the first roller member has a radius larger than the first radius.

Images