KR101234565B1 - Apparatus for Transferring Power for Electric Rail Car Engaging Magnetic Cable - Google Patents

Abstract

Embodiment of the present invention relates to an electric vehicle power transmission device using a magnetic cable.
In accordance with an aspect of the present invention, there is provided an electric vehicle power transmission apparatus comprising: a power feeding core having a first leg and a second leg formed to be parallel to each other and having a leg connection portion between the first leg and the second leg; A feeder wound around a plurality of leg connecting portions; A current collecting core positioned between the first leg and the second leg; And a current collector wire wound around the current collector core to generate induced electromotive force due to magnetic flux interlinked through the power feeding core and the current collector core.

Description

Electric car power transfer device using magnetic cable {Apparatus for Transferring Power for Electric Rail Car Engaging Magnetic Cable}

One embodiment of the present invention relates to an electric vehicle power transmission device using a magnetic cable. More specifically, the present invention relates to an electric vehicle electric power transmission device using a magnetic cable to easily transmit electric power to an electric vehicle by using a core on a rail of an electric vehicle and arranging a plurality of feed lines at intervals.

1 is a diagram illustrating a power supply method of a conventional electric vehicle. As shown in FIG. 1, in general, power is supplied between a suspension line 110 and a railroad line 120 connected from a power supply device 100 installed around a railroad track to supply electric power to a train. In order to receive the power supplied between the suspension line 110 and the railway line 120, the electric vehicle 130 is provided with a pantograph (140) and wheels 150 made of a conductive material, and receives the received power. Used as a power source for electric vehicles.

However, in the case where the electric vehicle receives power in the same manner as in FIG. 1, due to mechanical resistance due to friction between the suspension line 110 and the pantograph 140, the speed of the electric vehicle is limited as well as the suspension line ( Due to the friction between the 110 and the pantograph 140, there is a problem in that the maintenance cost is high due to the wear of the suspension line 110 and the pantograph 140. In addition, there is a risk of electric shock due to the power supply line is exposed to the outside, and the installation and maintenance of such equipment is expensive due to the need for installation of peripheral equipment necessary for feeding, including the suspension line (110). . In addition, when constructing a tunnel through which the electric vehicle passes, there is a problem in that the tunnel construction cost is increased by constructing the tunnel large enough to accommodate the suspension line 110 and the pantograph 140. In addition, conventional railroads have to limit the length of a single rail in consideration of the increase and decrease of the length due to thermal expansion. Due to the limited length of the single rail, the speed of the electric vehicle is higher than a certain level due to the gap between adjacent single rails. There is a problem that is difficult to overcome.

2 is a view illustrating a power supply method of another conventional electric vehicle. As shown in FIG. 2, power is supplied between the overhead line 120 and the overhead line 210 located on the ground between the railway lines connected from the power supply device 100 installed around the railway line to supply electric power to the electric vehicle. In order to receive electric power supplied between the overhead line 210 and the railway line 120, the electric vehicle includes a current collector 220 capable of maintaining contact with the overhead line 210 on the ground, and a wheel 150 made of a conductive material. And use the received power as a power source for the electric vehicle.

In the case where the electric vehicle receives electric power in the same manner as in FIG. 2, since the electric power supply line is positioned on the ground between railroads without installing the power supply line in the air, it is possible to reduce the cost of equipping power supply facilities than the method of FIG. 1. In addition, even in the case of constructing a tunnel in which the electric vehicle passes, the tunnel construction can be reduced in size than in the first method, thereby saving the tunnel construction cost.

However, when the electric vehicle receives electric power in the same manner as in FIG. 2, as in FIG. 1, the mechanical resistance due to friction between the overhead line and the current collector is not only limited to the speed of the electric vehicle, but also caused by the wear of the overhead line and the current collector. Due to the high maintenance cost, there is a problem, the power supply line is exposed to the outside, there is a risk of electric shock. In addition, due to the insulation breakdown of the overhead line and the arc discharge problem between the overhead line and the ground, there is a fatal weakness that can not increase the voltage of the overhead line above a certain level. In addition, conventional railroads have to limit the length of a single rail in consideration of the increase and decrease of the length due to thermal expansion. Due to the limited length of the single rail, the speed of the electric vehicle is higher than a certain level due to the gap between adjacent single rails. There is a problem that is difficult to overcome.

On the other hand, as a way to solve the problems of the power supply method of Figures 1 and 2, the electric vehicle is provided with a current collector in the electric vehicle provided with a core parallel to the rail and a feed line is installed on the core so that the magnetic flux generated from the feed line is bridged There is a method of transmitting the (IPTS method), but the price of the high-frequency wire of 100 A class used in the feeder is expensive and there is a problem that the cost of the core is high.

In order to solve this problem, an embodiment of the present invention has a main object of easily transferring electric power to an electric vehicle by using a core on a rail of the electric vehicle and arranging a plurality of feed lines at intervals.

In addition, the maintenance cost is reduced by minimizing the mechanical wear of the power supply and current collector, and the purpose of reducing the risk of electric shock accident is to reduce the cost of facility construction required for the operation of electric vehicles and minimize the external exposure of power supply lines. have.

In addition, the purpose is to overcome the speed limit of the electric vehicle due to the limitation of the conventional single rail length to facilitate the high speed of the electric vehicle.

In order to achieve the above object, an embodiment of the present invention, in the electric vehicle power transmission device having a first leg and a second leg formed in parallel with a leg connection between the first leg and the second leg; A feeding core; A feeder wound around the leg connection part; A current collecting core positioned between the first leg and the second leg; And a current collector wire wound around the current collector core to generate induced electromotive force due to magnetic flux interlinked through the power feeding core and the current collector core.

The leg connecting portion may be a plurality.

The electric vehicle power transmission device may include a plurality of feed lines so as to be respectively wound on a plurality of leg connecting portions.

The first leg and the second leg positioned between the two leg connecting portions may be connected to only one leg connecting portion.

Air gaps may be present between the current collector core and the first leg and between the current collector core and the second leg to eliminate mechanical friction between the power feeding core and the current collector core.

The leg connection part, the first leg, the gap, the current collector core and the second leg may form a magnetic circuit.

In order to reduce the magnetoresistance in the gap, an area of an end portion facing each of the first leg and the second leg may be larger than the cross-sectional area of the portion where the current collecting line is wound.

A feed capacitor and a current collector may be connected in series to the feed line and the current collector line, respectively.

A current collecting circuit and a battery may be connected in series to the current collecting line.

The first leg and the second leg may be used as a rail of the electric vehicle.

It may include a magnetic material including a silicon steel sheet or ferrite.

Directions of current supplied to and flowing through the plurality of feed lines may be the same in all directions of rotation about the feed core.

The current collector core may be positioned at an upper end between the first leg and the second leg.

The cross-sectional area of the first leg or the second leg can be obtained by the following equation.

[Mathematical Expression]

(V ₁ : voltage of the input power applied to the feeder, N ₁ : number of turns of the feeder wound around the leg connection part, B ₁ : magnetic flux density flowing in the first and second legs, ω: input angular velocity of the input power)

Each of the first leg and the second leg has a bent portion, and the leg connecting portion may be connected between each bent portion, but the bent portion and the leg connecting portion may have a vertical shape.

The first end and the second end, which are end portions of both ends of the current collecting core, may be shaped to surround the first leg and the second leg, respectively.

The electric power transmission device of the electric vehicle, the first end and the first leg is surrounded by a cylindrical shape, one side of the cylindrical shape has a first incision cut in the longitudinal direction of the first leg and the first incision as the first A first magnetic flux damping unit positioned to move a first end portion and a connecting portion connecting the winding portion of the current collector wire; And a second cutout in which one side of the tubular shape is surrounded by the second end and the second leg in a cylindrical shape, and the second cutout is cut in the longitudinal direction of the second leg. It may include a second magnetic flux attenuator positioned to move the connecting portion connecting the winding of the wire.

The first cutout or the second cutout may be positioned in an upper direction or a lateral direction of the first leg.

As described above, according to the exemplary embodiment of the present invention, the mechanical resistance between the power supply device and the current collector is small, which not only has the advantage of facilitating a higher speed of the electric vehicle, but also the mechanical between the power supply device and the current collector. There is no wear and the maintenance cost is low. In addition, the power supply and current collector can be installed by minimizing the external exposure of the power supply line, which reduces the risk of electric shock, and when constructing a tunnel through which an electric vehicle passes, it can be installed without considering the existence of a suspension line and a pantograph. As a result, the tunnel construction cost can be reduced.

In particular, by using the core as a material of the rail, the length of the single rail can be sufficiently increased due to the characteristics of the core whose thermal expansion coefficient is smaller than that of the iron, thereby making it easy to achieve a higher speed of the electric vehicle.

In addition, if the frequency is increased in the same output power condition, the output voltage increases in proportion to the increased frequency, so the output current flowing in the current collector line decreases in proportion to the increased frequency, and as the frequency of the input power increases, the output current increases. It is possible to reduce the capacity of the current collector core can be reduced.

1 is a diagram illustrating a power supply method of a conventional electric vehicle.
2 is a view illustrating a power supply method of another conventional electric vehicle.
3 is a diagram illustrating an electric vehicle power transmission device according to an embodiment of the present invention.
4 is a diagram illustrating a case where the first leg 312 and the second leg 314 are cut and installed at regular intervals.
FIG. 5 is an equivalent view of one feeder 320, a feeder core 310, a current collector core 330, and a current collector line 340.
6 is a diagram illustrating an equivalent circuit of FIG. 5.
7 is a diagram illustrating another shape of the electric vehicle power transmission device 300 for reducing the leakage magnetic flux.
8 illustrates another embodiment of the position of the first cutout 712 and the second cutout 722.

Hereinafter, some embodiments of the present invention will be described in detail with reference to exemplary drawings. In adding reference numerals to the components of each drawing, it should be noted that the same reference numerals are assigned to the same components as much as possible even though they are shown in different drawings. In the following description of the present invention, a detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present invention rather unclear.

In addition, in describing the component of this invention, terms, such as 1st, 2nd, A, B, (a), (b), can be used. These terms are intended to distinguish the constituent elements from other constituent elements, and the terms do not limit the nature, order or order of the constituent elements. When a component is described as being "connected", "coupled", or "connected" to another component, the component may be directly connected to or connected to the other component, It should be understood that an element may be "connected," "coupled," or "connected."

3 is a diagram illustrating an electric vehicle power transmission device according to an embodiment of the present invention.

The electric vehicle power transmission device 300 according to an embodiment of the present invention includes a power feeding core 310, a power feeding line 320, a current collecting core 330, and a current collecting line 340.

The power feeding core 310 includes a first leg 312 and a second leg 314 formed to be parallel to each other, and a leg connection part 316 is provided between the first leg 312 and the second leg 314. do. At this time, the leg connection portion 316 may be provided with a plurality. The first leg 312 and the second leg 314 act as a passage through which the magnetic flux generated by the feed line 320 wound around the leg connection part 316 flows to the current collecting core 330.

The feed line 320 is wound around the leg connecting portion 316, and when there are a plurality of leg connecting portions 316, a plurality of feed lines 320 are wound around each leg connecting portion 316, resulting in an input to each feed line 320. Power is connected and magnetic flux is generated by the current generated by the connected input power.

4 is a diagram illustrating a case where the first leg 312 and the second leg 314 are cut and installed at regular intervals.

As shown in FIG. 4, since the first leg 312 and the second leg 314 are cut at regular intervals, the first leg 312 and the second leg 314 positioned between the two leg connecting portions 316. May be connected to only one leg connection portion 316. That is, in order to prevent the first leg 312 and the second leg 314 from bending due to thermal expansion, the first leg 312 and the second leg 314 are extended with a cutting part having a predetermined space at regular intervals. Can be installed.

Meanwhile, the first leg 312 and the second leg 314 have bent portions 318 and 319, respectively, and the leg connecting portion 316 is connected between the bent portions 318 and 319, respectively. The 318 and 319 and the leg connector 316 may have a vertical shape. Thus, by connecting the leg connection portion 316 between the bent portions 318 and 319, unlike the first leg 312 and the second leg 314 exposed to the ground used as a rail, the leg connection portion 316 and the feed line By buried beneath the ground, they are not exposed to the earth's surface, thus preventing potential electric shocks.

The current collecting core 330 may cross the first leg 312 and the second leg 314 but may be positioned at an upper end thereof, and may be generated by a current flowing through the feed line 320 to generate the first leg 312. The magnetic flux flowing to the second leg 314 is bridged to the current collecting line 340 wound around the current collecting core 330. The current collector core 330 has a slight gap between the current collector core 330 and the first leg 312 and the second leg 314 and is positioned at an upper end thereof so that the current collector core 330 and the power feeding core 310 are positioned at the top. The friction can be prevented from occurring. Although the current collector core 330 is positioned at the upper end across the first leg 312 and the second leg 314, the present invention is not limited thereto, and the current collector core 330 is the first leg 312. It is possible to have any form that is located with a slight gap between the first leg 312 and the second leg 314 across the second leg 314 and the second leg (314).

In addition, the first end portion 331 and the second end portion 332 of both sides of the current collector core 330 are implemented so as to surround the first leg 312 and the second leg 314, respectively. The magnetoresistance can be reduced by increasing the cross-sectional area A ₀ of a portion adjacent to the first leg 312 and the second leg 314.

The current collecting line 340 is wound around the current collecting core 330, and the current collecting line 340 generates induced electromotive force due to the magnetic flux being bridged through the power feeding core 310 and the current collecting core 330.

The first leg 312 and the second leg 314 of the power feeding core 310 may be used as a rail of the electric vehicle. The feed core 310 and the current collector core 330 may be made of a magnetic material such as ferrite or silicon steel sheet having a low magnetic resistance.

As shown in FIG. 3, feed lines 320 may be wound around the plurality of leg connectors 316 in the feed core 310, respectively, and input power V _1A and V _1B may be applied to the wound feed lines 320. , ...) may be applied. Input power (V _1A , V _1B ,...) So that the flow directions of currents i _1A , i _1B ,... ..) can be applied.

Most of the magnetic flux generated by the input currents i _1A , i _1B ,... Are transmitted to the current collecting core 330 through the first and second legs 312 and 314 of the power feeding core 310. The magnetic flux causes the output voltage V ₂ induced in the current collector line 340 to be generated by linking to the current collector line 340 wound around the current collector core, and thus output current i _{2 to the} current collector line 320. Flows.

The gap d may be present at a predetermined interval between the current collector core 330 and the first leg 312, and between the current collector core 330 and the second leg 314, respectively. The magnetic circuit is formed together with the first leg 312, the leg connection part 316, and the second leg 314 including the gap d. Here, in order to minimize the magnetoresistance between the current collector core 330 and the first leg 312 and the magnetoresistance between the current collector core 330 and the second leg 314, the current collector core 330 may be the first leg 312. ) And the areas of the end portions 331 and 332 facing the second legs 314 may be made wider than the cross-sectional area of the winding part 334 in which the current collecting line 340 is wound.

FIG. 5 is an equivalent view of one feeder line 320, a feeder core 310, a current collector core 330, and a current collector line 340, and FIG. 6 is a diagram illustrating an equivalent circuit of FIG. 5.

As shown in FIG. 5, the feed line 320 may be wound around the feed core 310 by the number of turns N ₁ , and the current flowing when the input power V ₁ is applied to the feed line 320 is i ₁ , the current. Therefore, the magnetic flux density flowing in the first leg 312 and the second leg 314 is B ₁ , and the cross-sectional area of the first leg 312 and the second leg 314 is As, the first leg 312 and the second leg. (314) the length of each ℓ _x , the width between the first leg 312 and the second leg 314 w _i , the gap between the feed core 310 and the current collector core 330 2d, the void (3d ), The magnetic flux density is B ₀ , the area of the ends 331, 332 of the current collector core 330 is A ₀ , the number of turns of the current collector line 340 is N ₂ , and the current induced in the current collector line 340 is i _2. When the voltage applied to the load R _L is V ₂ , FIG. 5 may be represented by an equivalent circuit as illustrated in FIG. 6. Here, the load R _L may be a current collector circuit including a resonant capacitor, a low pass filter, a rectifier, a battery charging an induction electromotive force supplied by the current collector circuit, or an electric device using the induction electromotive force.

Meanwhile, in FIG. 5, the feeder capacitor 322 may be connected in series to the feeder line 320, and the current collector capacitor 342 may be connected in series to the feeder line 340.

When the leakage inductance of the leakage inductance of L _ℓ1, the feed line 320 is the magnetization inductance Lm, Im the current passing through the magnetizing inductance, home electric wire 340 of the power supply line 320 in FIG. 6 as L _ℓ2 satisfied the expression (1) do.

Here, Lm: magnetization inductance of the feed line 320, Im: current flowing through the magnetization inductance, N ₁ : number of turns of the feed line 320, Φ ₁₂ : magnetic flux chained to the current collector of the magnetic flux generated from the feed line 320, B ₁ : magnetic flux density flowing in the first leg 312 and the second leg 314, As: cross-sectional area of each of the first leg 312 and the second leg 314, B ₀ : magnetic flux in the void 2d Density, A ₀ : represents the area of the ends 331, 332 of the current collector core 330.

Therefore, equation (2) holds true from equation (1).

On the other hand, Equation 3 holds in the relationship between the number of turns of the feed line 320 and the current flowing in the magnetization inductance (μ _s : permeability of the current collector core, μ ₀ : vacuum permeability).

If Equation 3 is arranged with respect to B ₀ , it is expressed as Equation 4.

Substituting B ₀ obtained in Equation 4 into Equation 2 results in Equation 5.

On the other hand, since Equation 6 is established from Equation 1,

Substituting Lm obtained in Equation 5 into Equation 6 results in Equation 7.

In addition, Equation 8 may be established according to Ohm's law.

(Where ω is the input angular velocity of the input power)

Therefore, substituting Im in Equation 8 into Equation 6 results in Equation 9.

Therefore, when an input power source is applied to have a magnetic flux density of B ₁ from Equation 9, the minimum cross-sectional area As of the power feeding core 310 for preventing the power feeding core 310 from becoming saturated can be expressed as in Equation 10. have.

(V ₁ : voltage of the input power applied to the feed line, N ₁ : number of turns of the feed line wound around the leg connection portion, B ₁ : magnetic flux density flowing through the first leg 312 and the second leg 314, ω: Input angular velocity of input power)

On the other hand, the capacitance of the power supply capacitor 322 and the current collector capacitor 342 may determine the capacitance so that the resonance condition as shown in Equation (11).

7 is a diagram illustrating another shape of the electric vehicle power transmission device 300 for reducing the leakage magnetic flux. In FIG. 7, in order to emphasize the shapes of the power feeding core and the current collecting core 330, the illustration of the current collecting line 340 and the power feeding line 320 is omitted. 7B is a view when the drawing of (A) is seen in the X direction.

As shown in FIG. 7, the first leg 312 and the second leg 314 have bent portions 318 and 319, respectively, and the leg connecting portion 316 is provided between the bent portions 318 and 319, respectively. Connected to the bent portion (318, 319) and leg connection portion 3160 can be produced in a vertical form.

In addition, the first end 331 and the second end 332, which are both ends of the current collecting core 330, may be shaped to surround the first leg 312 and the second leg 314, respectively.

On the other hand, the electric power transmission device according to an embodiment of the present invention, the first end 331 and the first leg 312 is surrounded in a cylindrical shape, one side of the cylindrical shape in the longitudinal direction of the first leg 312 The first cutout 710 is provided with a cut-out portion, and the first cut-off portion 712 is positioned such that the first connection portion 335 connecting the first end portion 331 and the winding portion 334 of the current collector line is movable. The first magnetic flux damping unit 710 may be included.

In addition, the electric power transmission device according to an embodiment of the present invention, the second end 332 and the second leg 314 is surrounded in a cylindrical shape, one side of the cylindrical shape in the longitudinal direction of the second leg 314 The second cutout 722 is provided to be cut and the second cutout 722 is positioned such that the second connection part 336 connecting the second end 332 and the winding part 334 of the current collector line is movable. The second flux attenuation part 720 may be included.

8 illustrates another embodiment of the position of the first cutout 712 and the second cutout 722.

As illustrated in FIG. 7, the first cutout 712 or the second cutout 722 may be positioned in an upper direction of the first leg 312 and the second leg 314, respectively. As described above, the first cutout 712 or the second cutout 722 may be positioned in the lateral direction of the first leg 312 and the second leg 314, respectively.

As such, the position of the first cutout 712 or the second cutout 722 is not limited to that described herein, but may be located in various directions with respect to the first leg 312 and the second leg 314. have.

In the case of delivering electric power to the electric vehicle by using the method of the embodiment of the present invention and power supply by installing a high frequency wire of class 100A on the core provided with the core and parallel to the rail as in the conventional method Table 1 shows a comparison of economics in case (IPTS method).

unit price IPTS method (cost per km, 10,000 won) The present invention (cost per km, unit: 10,000 won) Power line (3000 won / m) 300 300 High frequency wire 96000 (used for 200,000 won / m, 100 A) 989 (KRW 20,000 / m, using general high frequency lines) Silicon steel sheet (23,220,000 won / m ³ ) 162292 25064 Inverter (50 million won / unit) 10000 20000

As shown in Table 1, the economics of an embodiment of the present invention, when using the IPTS method is more expensive than the present invention due to the use of a large amount of 100A high-frequency wire, and also used as a core in the IPTS method The amount of silicon steel sheet to be consumed more than the present invention. That is, in case of using the IPTS method, the facility cost per kilometer is estimated to be 26.93 billion won, whereas in the case of using the method of the present invention, the facility cost per kilometer is estimated to be about 460 billion won. It can be seen that it is significantly superior to the IPTS method.

The present invention is economical because it is possible to use inexpensive iron instead of expensive copper by using an iron wire (magnetic material such as ferrite) that transmits magnetic force, unlike the conventional method of flowing a current through a copper wire. The price of copper is likely to increase as the electricity market is expected to grow in the future, while iron is a common mineral on earth, so the possibility of price increases in the future is much less than that of copper. Therefore, the present invention can be a more effective invention in terms of economics in the situation where the copper value is higher.

In addition, in the conventional method of transmitting electric power by flowing a current through a copper wire, the power is delivered and the voltage induced in the line is proportional to the frequency, but the electric resistance due to the skin effect is proportional to the square root of the frequency, thus increasing the line induced voltage. The loss also increases. However, in the method of transferring power using wire, the voltage induced in the current collector is proportional to the frequency, while the magnitude of the magnetoresistance is independent of the skin effect, so the additional loss is increased even if the voltage transmitted to the current collector is increased. This does not happen. Accordingly, when the frequency is increased in the same output power condition, the output voltage increases in proportion to the increased frequency, thereby reducing the output current flowing in the current collector line in proportion to the increased frequency. In other words, as the frequency of the input power source increases, the output current can be reduced, thereby reducing the volume of the current collector core.

While the present invention has been described in connection with what is presently considered to be the most practical and preferred embodiments, it is to be understood that the invention is not limited to the disclosed embodiments. In other words, within the scope of the present invention, all of the components may be selectively operated in combination with one or more. In addition, although all of the components may be implemented as one independent hardware, some or all of the components may be selectively combined to perform a part or all of the functions in one or a plurality of hardware. As shown in FIG.

It is also to be understood that the terms such as " comprises, "" comprising," or "having ", as used herein, mean that a component can be implanted unless specifically stated to the contrary. But should be construed as including other elements. All terms, including technical and scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs, unless otherwise defined. Commonly used terms, such as predefined terms, should be interpreted to be consistent with the contextual meanings of the related art, and are not to be construed as ideal or overly formal, unless expressly defined to the contrary.

The foregoing description is merely illustrative of the technical idea of the present invention, and various changes and modifications may be made by those skilled in the art without departing from the essential characteristics of the present invention. Therefore, the embodiments disclosed in the present invention are intended to illustrate rather than limit the scope of the present invention, and the scope of the technical idea of the present invention is not limited by these embodiments. The protection scope of the present invention should be interpreted by the following claims, and all technical ideas within the equivalent scope should be interpreted as being included in the scope of the present invention.

As described above, the present invention has no mechanical resistance between the power supply device and the power supply device, and can increase the length of a single rail sufficiently, so that the electric vehicle can easily achieve higher speeds, and there is no mechanical wear. In addition to the low cost, the external exposure of power supply lines can be minimized, which reduces the risk of electric shock, and when constructing a tunnel through which electric cars pass, the tunnel can be constructed without considering the existence of suspension lines and pantographs. It is a useful invention because it can reduce the tunnel construction cost.

Claims (18)

In the electric vehicle power transmission device,
A feed core having a first leg and a second leg formed to be parallel to each other and having a leg connection portion between the first leg and the second leg;
A feeder wound around the leg connection part;
A current collecting core positioned between the first leg and the second leg; And
Current collector wire wound around the current collector core to generate induced electromotive force due to the magnetic flux is bridged through the power feed core and the current collector core
Electric vehicle power transmission device comprising a. The method of claim 1, wherein the leg connecting portion,
Electric vehicle power transmission device characterized in that a plurality. According to claim 2, The electric vehicle power transmission device,
The electric vehicle power transmission device characterized in that it comprises a plurality of said feed line so as to be respectively wound on a plurality of said leg connection part. The method of claim 2,
The first leg and the second leg, which is located between the two leg connections,
Electric vehicle power transmission device characterized in that connected to only one leg connection. The method of claim 1,
The electric vehicle power transmission device, characterized in that the gap between the current collector core and the first leg, the current collector core and the second leg, respectively, to eliminate the mechanical friction between the power feeding core and the current collecting core. The method of claim 5, wherein
The leg connecting unit, the first leg, the gap, the current collector core and the second leg form a magnetic circuit. The method of claim 1, wherein the current collector core,
The area of the end portion facing each of the first leg and the second leg to reduce the magnetoresistance in the air gap is larger than the cross-sectional area of the portion where the current collector wire is wound. The method of claim 1,
And a feed capacitor and a current collector in series with the feed line and the current collector, respectively. The method of claim 1, wherein the current collector line,
An electric vehicle power transmission device comprising a current collector circuit and a battery connected in series. The method of claim 1, wherein the first leg and the second leg,
Electric vehicle power transmission device, characterized in that used as a rail of the electric vehicle. The method of claim 1, wherein the material of the feed core,
Electric vehicle power transmission device characterized in that the magnetic material containing a silicon steel sheet or ferrite. The direction of the current supplied to the plurality of the feeder line flowing,
The electric vehicle power transmission device, characterized in that the rotation direction all around the feed core is the same. The method of claim 1, wherein the current collector core,
The electric vehicle power transmission device, characterized in that located on the upper end between the first leg and the second leg. The method of claim 1, wherein the cross-sectional area of the first leg or the second leg,
Electric vehicle power transmission device characterized in that obtained by the following equation.
[Mathematical Expression]

(V ₁ : voltage of the input power applied to the feeder, N ₁ : number of turns of the feeder wound around the leg connection part, B ₁ : magnetic flux density flowing in the first and second legs, ω: input angular velocity of the input power) The method of claim 1,
Each of the first leg and the second leg has a bent portion, wherein the leg connection portion is connected between each bent portion, the bent portion and the leg connection portion, characterized in that the electric vehicle power transmission device. The method of claim 1,
The first end portion and the second end portion, which are both ends of the current collector core, respectively, have a form surrounding the first leg and the second leg. 17. The method of claim 16,
The electric vehicle power transmission device,
The first end and the first leg are enclosed in a cylindrical shape, one side of the cylindrical shape has a first incision cut in the longitudinal direction of the first leg and the first incision portion of the first end and the current collector line A first magnetic flux damping part positioned to move the connecting part connecting the winding part; And
The second end and the second leg are enclosed in a cylindrical shape, and one side of the cylindrical shape has a second cutout cut in the longitudinal direction of the second leg, and the second cutout includes the second end and the current collecting line. Second magnetic flux damping part positioned so that the connecting part connecting the winding part of the
Electric vehicle power transmission device comprising a. 18. The method of claim 17,
The first cut portion or the second cut portion, the electric power transmission device, characterized in that located in the upper direction or the lateral direction of the first leg.

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