WO2015115474A1 - Electric vehicle, contact charging system, and power feeding device - Google Patents

Electric vehicle, contact charging system, and power feeding device Download PDF

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Publication number
WO2015115474A1
WO2015115474A1 PCT/JP2015/052341 JP2015052341W WO2015115474A1 WO 2015115474 A1 WO2015115474 A1 WO 2015115474A1 JP 2015052341 W JP2015052341 W JP 2015052341W WO 2015115474 A1 WO2015115474 A1 WO 2015115474A1
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WO
WIPO (PCT)
Prior art keywords
electric vehicle
power receiving
overhead wire
vehicle
overhead
Prior art date
Application number
PCT/JP2015/052341
Other languages
French (fr)
Japanese (ja)
Inventor
田島孝光
芝端康二
野口渉
Original Assignee
本田技研工業株式会社
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Filing date
Publication date
Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Publication of WO2015115474A1 publication Critical patent/WO2015115474A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/36—Current collectors for power supply lines of electrically-propelled vehicles with means for collecting current simultaneously from more than one conductor, e.g. from more than one phase
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/38—Current collectors for power supply lines of electrically-propelled vehicles for collecting current from conductor rails
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B60L53/16—Connectors, e.g. plugs or sockets, specially adapted for charging electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/35—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles
    • B60L53/36—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles by positioning the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
    • B60M1/00—Power supply lines for contact with collector on vehicle
    • B60M1/30—Power rails
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the present invention relates to an electric vehicle, a contact charging system, and a power feeding device that charge an electric storage device of an electric vehicle by contacting an overhead line to which power is supplied and a power receiving unit while traveling.
  • Japanese Patent Laid-Open No. 2013-233037 discloses that the power receiving unit (roller unit) of the charging head provided at the tip of the charging arm of the electric vehicle rotates while the electric vehicle is running, It is described that the power storage device of the electric vehicle is charged by contact.
  • an object of the present invention is to provide an electric vehicle, a contact charging system, and a power feeding device that maintain a good contact state between the power receiving unit and the overhead wire.
  • the power receiving portion of the charging arm that extends from the side portion of the electric vehicle to the outside of the vehicle width is brought into contact with the overhead line provided along the traveling path of the electric vehicle while facing the side portion of the electric vehicle.
  • the charging arm extends outward from the side of the electric vehicle on the driver seat side in the vehicle width direction.
  • the present invention provides the electric vehicle, wherein the electric vehicle has a driver's seat on a center line side or a central separation belt side for distinguishing the travel path on which the electric vehicle travels and the travel path on which an oncoming vehicle travels. It is provided.
  • the present invention is characterized in that, in the contact charging system having the electric vehicle, a guideline for guiding a distance between the electric vehicle and the overhead wire is provided on the travel path.
  • the present invention provides a power feeding device including an overhead line provided so as to face a charging arm extending in the vehicle width direction from the electric vehicle, wherein the overhead line is located on a side of the electric vehicle on a driver seat side. It is provided along the travel path, and is provided on the travel path side on which the oncoming vehicle travels in the travel path on which the electric vehicle travels.
  • the power supply apparatus includes a power supply device that supplies power to the overhead wire, and the power supply device is provided between the travel path on which the electric vehicle travels and the travel path on which the oncoming vehicle travels. It is provided.
  • the charging arm extends outward in the vehicle width direction from the side portion on the driver's seat side of the electric vehicle, the driver can easily grasp the distance between the electric vehicle and the overhead line, and the steering of the steering wheel Thus, the contact state between the power receiving unit of the charging arm and the overhead wire can be maintained well.
  • the four-wheeled vehicle when the two-wheeled vehicle is traveling on the lane adjacent to the center line or the median strip, the four-wheeled vehicle is not normally overtaken from the center line or the median strip side. Therefore, according to the present invention, since the charging arm is provided on the center line side or the center separation band side of the electric vehicle, safety of the two-wheeled vehicle or the like can be ensured.
  • the guideline for guiding the distance between the electric vehicle and the overhead line is provided on the traveling road, the distance between the electric vehicle and the overhead line can be kept at an appropriate distance. Therefore, the contact state between the power receiving unit of the charging arm and the overhead wire can be favorably maintained.
  • the power supply device that supplies power to the overhead wire is provided between the travel path on which the electric vehicle travels and the travel path on which the oncoming vehicle travels.
  • the power supply device can be shared by the travel path on which the oncoming vehicle travels. Therefore, it is possible to prevent the electrical wiring from the power supply device to the overhead line of each traveling path from becoming complicated.
  • FIG. 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.
  • 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.
  • FIG. 1 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.
  • FIG. 1 shows a schematic overall configuration of the contact charging system 12 when the electric vehicle 10 is viewed from above
  • FIG. 2 shows a schematic overall configuration of the contact charging system 12 when the electric vehicle 10 is viewed from the front.
  • 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.
  • 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.
  • the overhead line 20 is not installed in each lane but in the vicinity of the center line.
  • 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.
  • FIG. 3 is a diagram 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
  • a second voltage which is a low DC voltage (reference voltage) lower than the first voltage
  • 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
  • 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.
  • 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.
  • the power supply device 34 is provided between the traveling path 24a and the traveling path 24b.
  • the power supply device 34 is provided in the central separation band 39.
  • 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.
  • maintenance part 30 which hold
  • the overhead wire holding part 30 corresponding to the traveling road 24a is provided on the traveling road 24a side
  • the overhead wire holding part 30 corresponding to the traveling road 24b is provided on the traveling road 24b side.
  • FIG. 6 is a perspective view of the charging head 26
  • FIG. 7 is a side view of the charging head 26
  • 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.
  • 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.
  • 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.
  • 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 symmetrically separated from each other 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 portions 40p and 40n are rotatably supported by a rotation support portion 46 attached to the main body portion 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.
  • 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.
  • 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 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.
  • the rear side of the main body 44 and the power reception units 40p and 40n is covered with a cover 56.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 they 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.
  • the spring member 70a has one end attached to the brush 58a between the two bus bars 60a and 60a and the other end attached to the flange 52a between the openings 68a and 68a.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the rotation angle means an angle from the state where the arm portion 86 is stored.
  • the charging head 26 when the arm portion 86 is deployed to the first rotation angle ⁇ 1, 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.
  • the charging head 26 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).
  • the rotation angle of the arm portion 86 when the spring damper 92 is most contracted is referred to as a second rotation angle ⁇ 2. That is, at the time of power reception, the arm portion 86 can be rotated within the range of the first rotation angle ⁇ 1 to the second rotation angle ⁇ 2 by the spring damper 92.
  • the arm portion 86 when the arm portion 86 is at the second rotation angle ⁇ 2, 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 ⁇ 2. The “distance between the electric vehicle 10 and the overhead wire 20” is not smaller than the second predetermined distance z2.
  • 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.
  • the electric vehicle 10 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.
  • 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.
  • 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.
  • the electric vehicle 10 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.
  • 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) ⁇ 3.
  • 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.
  • this guideline 100 also constitutes the contact charging system 12.
  • 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.
  • An angle ⁇ formed between the longitudinal direction of the charging head 26 and the overhead line 20 at the moving angle ⁇ 2 is ⁇ 2.
  • the angle ⁇ 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.
  • 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 ⁇ 1, the electric vehicle 10 and the overhead line 20 are provided. Is the second predetermined distance z2, the angle ⁇ formed by the charging head 26 with respect to the overhead line 20 is excessively smaller than ⁇ 1 and ⁇ 2. 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 ⁇ 2, the electric vehicle 10 and the overhead line 20 are provided.
  • the angle ⁇ formed by the charging head 26 with respect to the overhead line 20 is excessively smaller than ⁇ 1 and ⁇ 2.
  • 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.
  • 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.
  • 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 ⁇ 3. 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 ⁇ 1 larger than the third rotation angle ⁇ 3. .
  • 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.
  • 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 contacts the first roller member 42a of the power receiving units 40p and 40n, and the brushes 58a and 58b contact 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.
  • spring members 70a and 70b that press the brushes 58a and 58b toward the power receiving units 40p and 40n.
  • 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.
  • 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.
  • the four-wheeled vehicle When a motorcycle is traveling on a lane adjacent to the central line or the median strip 39, the four-wheeled vehicle is not normally overtaken from the center line or the median strip 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 two-wheeled vehicle or the like can be ensured.
  • the travel path 24 is provided with the guideline 100 for guiding the distance between the electric vehicle 10 and the overhead line 20
  • 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.
  • 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.
  • 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 a 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.
  • FIG. 12 shows a charging head 26A in this modification
  • 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.
  • 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.
  • 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 and 60aA extend from the openings 68aA and 68aA so as to curve upward using the space formed by the recess 110, and are connected to the brush 58aA through the first support portion 46aA. (Not shown).
  • 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).
  • 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.
  • 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.
  • 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.

Abstract

Provided are an electric vehicle that maintains a preferable contact state between a power receiving portion and a suspended line, a contact charging system, and a power feeding device. An electricity storage device (16) in an electric vehicle (10) is charged by contacting a power receiving portion (40p, 40n) of a charging arm (22) extending from a side portion (10s) of the electric vehicle (10) in a vehicle width outside direction with a suspended line (20) facing the side portion (10s) of the electric vehicle (10) and installed along a traveling path (24) of the electric vehicle (10). In the electric vehicle (10), the charging arm (22) extends from the side portion (10s) on a driver's seat (18) side of the electric vehicle (10) outward in the vehicle width direction.

Description

電動車両、接触充電システム、および給電装置Electric vehicle, contact charging system, and power supply device
　本発明は、走行中に、電力が供給されている架線と受電部とを接触させることで電動車両の蓄電装置を充電する電動車両、接触充電システム、および給電装置に関する。 The present invention relates to an electric vehicle, a contact charging system, and a power feeding device that charge an electric storage device of an electric vehicle by contacting an overhead line to which power is supplied and a power receiving unit while traveling.
　特開２０１３－２３３０３７号公報には、電動車両の走行中に、電動車両の充電アームの先端に設けられた充電ヘッドの受電部（ローラ部）が回転しながら、電力が供給されている架線に接触することで、電動車両の蓄電装置を充電することが記載されている。 Japanese Patent Laid-Open No. 2013-233037 discloses that the power receiving unit (roller unit) of the charging head provided at the tip of the charging arm of the electric vehicle rotates while the electric vehicle is running, It is described that the power storage device of the electric vehicle is charged by contact.
　しかしながら、充電アームが電動車両の運転席側と反対側の側部から延出する場合は、運転者は、電動車両と架線との間の距離を把握しにくくなり、電動車両と架線との距離を適切に保つことが難しい。したがって、受電部と架線との安定的な接触状態を維持できない虞がある。 However, when the charging arm extends from the side opposite to the driver's seat side of the electric vehicle, it becomes difficult for the driver to grasp the distance between the electric vehicle and the overhead line, and the distance between the electric vehicle and the overhead line. Is difficult to keep properly. Therefore, there is a possibility that a stable contact state between the power receiving unit and the overhead wire cannot be maintained.
　そこで、本発明は、受電部と架線との接触状態を良好に維持する電動車両、接触充電システム、および給電装置を提供することを目的とする。 Therefore, an object of the present invention is to provide an electric vehicle, a contact charging system, and a power feeding device that maintain a good contact state between the power receiving unit and the overhead wire.
　本発明は、電動車両の側部に対向するとともに前記電動車両の走行路に沿って設けられた架線に、前記電動車両の側部から車幅外方向に延出する充電アームの受電部を接触させて、前記電動車両の駆動用の蓄電装置を充電する電動車両において、前記充電アームは、前記電動車両の運転席側の側部から車幅方向外側に延出することを特徴とする。 According to the present invention, the power receiving portion of the charging arm that extends from the side portion of the electric vehicle to the outside of the vehicle width is brought into contact with the overhead line provided along the traveling path of the electric vehicle while facing the side portion of the electric vehicle. Thus, in the electric vehicle that charges the power storage device for driving the electric vehicle, the charging arm extends outward from the side of the electric vehicle on the driver seat side in the vehicle width direction.
　本発明は、前記電動車両において、前記電動車両は、前記電動車両が走行する前記走行路と対向車両が走行する前記走行路とを区分するための中央線側若しくは中央分離帯側に運転席が設けられていることを特徴とする。 The present invention provides the electric vehicle, wherein the electric vehicle has a driver's seat on a center line side or a central separation belt side for distinguishing the travel path on which the electric vehicle travels and the travel path on which an oncoming vehicle travels. It is provided.
　本発明は、前記電動車両を有する接触充電システムにおいて、前記走行路には、前記電動車両と前記架線との間の距離をガイドするガイドラインが設けられていることを特徴とする。 The present invention is characterized in that, in the contact charging system having the electric vehicle, a guideline for guiding a distance between the electric vehicle and the overhead wire is provided on the travel path.
　本発明は、電動車両から車幅方向に延出する充電アームと対向するように設けられた架線を備えた給電装置において、前記架線は、前記電動車両の運転席側の側方において前記電動車両の走行路に沿って設けられるとともに、前記電動車両が走行する前記走行路における、対向車両が走行する前記走行路側に設けられていることを特徴とする。 The present invention provides a power feeding device including an overhead line provided so as to face a charging arm extending in the vehicle width direction from the electric vehicle, wherein the overhead line is located on a side of the electric vehicle on a driver seat side. It is provided along the travel path, and is provided on the travel path side on which the oncoming vehicle travels in the travel path on which the electric vehicle travels.
　本発明は、前記給電装置において、前記架線に電力を供給する電源装置を備え、前記電源装置は、前記電動車両が走行する前記走行路と、前記対向車両が走行する前記走行路との間に設けられていることを特徴とする。 The power supply apparatus includes a power supply device that supplies power to the overhead wire, and the power supply device is provided between the travel path on which the electric vehicle travels and the travel path on which the oncoming vehicle travels. It is provided.
　本発明によれば、充電アームが電動車両の運転席側の側部から車幅方向外側に延出するので、運転者が電動車両と架線との間の距離を把握しやすくなり、ハンドルの操舵によって充電アームの受電部と架線との接触状態を良好に維持することができる。 According to the present invention, since the charging arm extends outward in the vehicle width direction from the side portion on the driver's seat side of the electric vehicle, the driver can easily grasp the distance between the electric vehicle and the overhead line, and the steering of the steering wheel Thus, the contact state between the power receiving unit of the charging arm and the overhead wire can be maintained well.
　本発明によれば、二輪車は、中央線若しくは中央分離帯に隣接する車線を走行している場合は、通常、四輪車を中央線若しくは中央分離帯側から追い抜くことはない。したがって、本発明によれば、充電アームを電動車両の中央線側若しくは中央分離帯側に設けるので、二輪車等の安全を確保することができる。 According to the present invention, when the two-wheeled vehicle is traveling on the lane adjacent to the center line or the median strip, the four-wheeled vehicle is not normally overtaken from the center line or the median strip side. Therefore, according to the present invention, since the charging arm is provided on the center line side or the center separation band side of the electric vehicle, safety of the two-wheeled vehicle or the like can be ensured.
　本発明によれば、走行路には、電動車両と架線との間の距離をガイドするガイドラインが設けられているので、電動車両と架線との間の距離を適切な距離に保つことができる。したがって、充電アームの受電部と架線との接触状態を良好に維持することができる。 According to the present invention, since the guideline for guiding the distance between the electric vehicle and the overhead line is provided on the traveling road, the distance between the electric vehicle and the overhead line can be kept at an appropriate distance. Therefore, the contact state between the power receiving unit of the charging arm and the overhead wire can be favorably maintained.
　本発明によれば、架線に電力を供給する電源装置は、電動車両が走行する走行路と、対向車両が走行する走行路との間に設けられているので、電動車両が走行する走行路と、対向車両が走行する走行路とで電源装置を共通にすることができる。したがって、電源装置からそれぞれの走行路の架線への電気配線が複雑化してしまうのを抑制することができる。 According to the present invention, the power supply device that supplies power to the overhead wire is provided between the travel path on which the electric vehicle travels and the travel path on which the oncoming vehicle travels. The power supply device can be shared by the travel path on which the oncoming vehicle travels. Therefore, it is possible to prevent the electrical wiring from the power supply device to the overhead line of each traveling path from becoming complicated.
実施の形態の電動車両を上面から見たときの接触充電システムの模式的全体構成を示す図である。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. 実施の形態の電動車両を正面から見たときの接触充電システムの模式的全体構成を示す図である。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. 図１に示す架線の設置構造を示す図である。It is a figure which shows the installation structure of the overhead wire shown in FIG. 図３のＩＶ－ＩＶ線矢視断面図である。FIG. 4 is a cross-sectional view taken along line IV-IV in FIG. 3. 走行路に設けられた給電装置の一例を示す図である。It is a figure which shows an example of the electric power feeder provided in the travel path. 図１の充電ヘッドの斜視図である。It is a perspective view of the charging head of FIG. 図１の充電ヘッドの側面図である。It is a side view of the charging head of FIG. 図１の充電ヘッドの平面図である。It is a top view of the charging head of FIG. 充電ヘッドと架線との接触状態を示す図である。It is a figure which shows the contact state of a charging head and an overhead wire. 図１の充電アームの構成図である。It is a block diagram of the charging arm of FIG. 充電アームの回動角度と、電動車両の運転席側の側部から架線までの距離との関係を示す図である。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. 変形例における充電ヘッドを示す図である。It is a figure which shows the charging head in a modification. 図１２に示す本体部を示す図である。It is a figure which shows the main-body part shown in FIG. 変形例における本体部の下部に収容部を設けた例を示す図である。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.
　本発明に係る電動車両について、好適な実施の形態を掲げ、添付の図面を参照しながら以下、詳細に説明する。 The electric vehicle according to the present invention will be described in detail below with reference to the accompanying drawings and preferred embodiments.
　図１は、電動車両１０を上面から見たときの接触充電システム１２の模式的全体構成を示し、図２は、電動車両１０を正面から見たときの接触充電システム１２の模式的全体構成を示す。電動車両１０は、駆動源としての電動機１４と、この電動機１４に電力を供給するための駆動用の蓄電装置１６とを搭載する車両であり、例えば、電気自動車、内燃機関を搭載するハイブリッド自動車、および燃料電池を搭載する燃料電池自動車等がこれに該当する。なお、図１および図２に示す矢印の方向にしたがって、前後、左右、上下の方向を説明する。 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.
　接触充電システム１２は、少なくとも、電力が供給されている導電材料の架線２０と、架線２０と接触可能な充電アーム２２を備えた電動車両１０とから構成される。この充電アーム２２は、電動車両１０の右側の運転席１８側の側部１０ｓに設けられ、且つ、前輪ＷＦと後輪ＷＲとの間に配置される。なお、道路が右側通行の国においては、運転席１８は、一般的に電動車両１０の左側に設けられるので、充電アーム２２は、電動車両１０の左側の側部に設けられる。 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.
　架線２０は、電動車両１０が走行路（道路）２４に沿って、電動車両１０の運転席１８側の側部１０ｓと対向して設置される。架線２０は、走行路２４の中央線側に設置される。なお、片側の斜線が複数ある道路の場合（例えば、片側２車線、片側３車線等の道路の場合）は、架線２０は車線毎に設置されるのではなく中央線付近に設置される。また、中央分離帯がある道路の場合には、中央分離帯に架線２０を設置してもよい。 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.
　この架線２０は、所定区間の長さで設けられてもよい。この所定区間の長さは、電動車両１０が、例えば、ある架線２０が設けられている位置から次の架線２０が設けられている位置まで走行可能な電力量を充電できる長さに設定されていてもよい。電動車両１０は、架線２０が設置された走行路２４上を架線２０に沿って走行しながら、充電アーム２２の先端部である充電ヘッド２６を車幅外方向に延出させ、充電ヘッド２６を架線２０に接触させて蓄電装置１６を充電する。 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.
　図３は、架線２０の設置構造を示す図、図４は、図３のＩＶ－ＩＶ線矢視断面図である。架線２０は、絶縁材料の架線保持部３０によって保持され、架線保持部３０は、走行路２４に沿って所定間隔で設けられたガードポスト３２によって裏側から支持される。このガードポスト３２は、架線２０が充電アーム２２の先端部と接触できる高さとなるように架線保持部３０を支持する。架線保持部３０は、架線２０の長さ方向に沿って架線２０を保持する。 3 is a diagram 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.
　電源装置３４は、架線２０に電力を供給する。架線２０は、導電材料の正極側架線２０ｐと、正極側架線２０ｐの下方に配置される導電材料の負極側架線２０ｎとを有する。この正極側架線２０ｐには、直流の高電圧である第１電圧が電源装置３４から印加され、負極側架線２０ｎには、第１電圧より低い直流の低電圧（基準電圧）である第２電圧が電源装置３４から印加される。架線保持部３０の表面側は、上下方向に開口するようＶ字溝３６が形成されている。Ｖ字溝３６の上方の面３６ａには表面が露出するように正極側架線２０ｐが埋め込められ、下方の面３６ｂには表面が露出するように負極側架線２０ｎが埋め込められている。なお、架線２０（２０ｐ、２０ｎ）に印加される電圧は、交流電圧であってもよい。この架線２０、架線保持部３０、および、電源装置３４は、電動車両１０に電力を供給する給電装置３８を構成する。 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.
　図５は、走行路２４に設けられた給電装置３８の一例を示す図である。図５では、片側３車線の走行路２４、つまり、６車線の道路を示し、中央線として中央分離帯３９が設けられている道路を示している。一方の走行路２４を電動車両１０が走行する走行路２４ａとし、他方の走行路２４を対向車両が走行する走行路２４ｂとする。この中央線としての中央分離帯３９は、走行路２４ａと走行路２４ｂとを区分するためのものである。 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.
　図５に示すように、架線２０を保持する架線保持部３０は、それぞれの走行路２４ａ、２４ｂに対応して設けられている。走行路２４ａに対応して設けられる架線保持部３０は、走行路２４ａの走行路２４ｂ側に設けられ、走行路２４ｂに対応して設けられている架線保持部３０は、走行路２４ｂの走行路２４ａ側に設けられている。また、電源装置３４は、走行路２４ａと走行路２４ｂとの間に設けられている。図５では、中央分離帯３９に電源装置３４を設けている。これにより、走行路２４ａ、２４ｂに設けられる架線２０に供給する電源装置３４を共通にすることができる。つまり、１つの電源装置３４から走行路２４ａ、２４ｂの架線２０に対して電力を供給する。これにより、電源装置３４から走行路２４ａ、２４ｂの架線２０への電気配線が複雑化してしまうのを抑制することができる。 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.
　なお、走行路２４ａ、２４ｂに対応する架線２０を保持する架線保持部３０を中央分離帯３９に設けてもよい。この場合は、走行路２４ａに対応する架線保持部３０は、走行路２４ａ側に設けられ、走行路２４ｂに対応する架線保持部３０は、走行路２４ｂ側に設けられる。 In addition, you may provide the overhead wire holding | maintenance part 30 which hold | maintains the overhead wire 20 corresponding to the traveling paths 24a and 24b in the central separation belt 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.
　図６は、充電ヘッド２６の斜視図、図７は、充電ヘッド２６の側面図、図８は、充電ヘッド２６の平面図である。充電ヘッド２６は、架線２０の正極側架線２０ｐに接触するローラ部としての正極側の受電部４０ｐと、負極側架線２０ｎに接触するローラ部としての負極側の受電部４０ｎとを上下一対に備える。受電部４０ｐ、４０ｎは、充電ヘッド２６の先端側に設けられている。この受電部４０ｐ、４０ｎは、導電性の材料で形成されている。受電部４０ｐ、４０ｎは、図７に示すように、同一の構造・形状を有し、略円錐台の形状を有する第１ローラ部材４２ａと、第１ローラ部材４２ａの底面側に設けられる略円柱の形状を有する第２ローラ部材４２ｂとを有する。この第１ローラ部材４２ａと第２ローラ部材４２ｂとは中心が同軸となるように一体形成されている。 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.
　円柱状の第２ローラ部材４２ｂは、第１半径ｒ１の外周面を有し、第１ローラ部材４２ａの外周面は、第１半径ｒ１より大きい半径を有する。これにより、架線２０に対して第１ローラ部材４２ａを接触させることができ、第２ローラ部材４２ｂの外周面の周速は第１ローラ部材４２ａに比べ小さくなる。第１ローラ部材４２ａは、具体的には、底面が第１半径ｒ１より大きい第２半径ｒ２の円で形成され、上面が第２半径ｒ２より小さい第３半径ｒ３の円で形成されている略円錐台である。つまり、第１ローラ部材４２ａの外周面は、第２半径ｒ２と第３半径ｒ３で形成される。この第３半径ｒ３は、第１半径ｒ１より小さくてもよく、大きくてもよい。 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.
　受電部４０ｐ、４０ｎは、互いの第２ローラ部材４２ｂが対向するように上下対称に離間して充電ヘッド２６に取り付けられている。この正極側の受電部４０ｐおよび負極側の受電部４０ｎの第１ローラ部材４２ａによって、Ｖ字溝３６に設けられた正極側架線２０ｐおよび負極側架線２０ｎに接触することが可能となる。なお、第１ローラ部材４２ａは、第２半径ｒ２の円柱形状であってもよい。この場合は、架線保持部３０にＶ字溝３６を設ける必要はない。 The power receiving units 40p and 40n are attached to the charging head 26 so as to be symmetrically separated from each other 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.
　この受電部４０ｐ、４０ｎは、充電ヘッド２６の本体部４４に取り付けられた回転支持部４６によって回転可能に軸支されている。回転支持部４６は、受電部４０ｐを回転可能に軸支する第１支持部４６ａと、受電部４０ｎを回転可能に軸支する第２支持部４６ｂとを有する。詳しくは、第１支持部４６ａは、受電部４０ｐを支持する上下方向に延びた支持軸（中心軸）４８ａを有し、受電部４０ｐは、支持軸４８ａに軸受け５０ａを介して回転可能に取り付けられている。同様に、第２支持部４６ｂは、受電部４０ｎを支持する上下方向に延びた支持軸（中心軸）４８ｂを有し、受電部４０ｎは、支持軸４８ｂに軸受け５０ｂを介して回転可能に取り付けられている。この第１支持部４６ａおよび第２支持部４６ｂは、同一の形状を有し、上下対称に本体部４４に取り付けられている。 The power receiving portions 40p and 40n are rotatably supported by a rotation support portion 46 attached to the main body portion 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.
　本体部４４は、円板状のフランジ５２ａを有する基部５２と、フランジ５２ａの側面から充電ヘッド２６の先端側に向かって連接して設けられ、受電部４０ｐと受電部４０ｎとを上下に仕切る仕切板５４とを有する。第１支持部４６ａは、仕切板５４の上方に取り付けられ、第２支持部４６ｂは、仕切板５４の下方に取り付けられている。受電部４０ｐ、４０ｎの先端部（第１ローラ部材４２ａの先端部）は、仕切板５４より先端側に突出している。したがって、受電部４０ｐ、４０ｎの先端部は、架線２０と接触することができる。なお、図６に示すように、本体部４４および受電部４０ｐ、４０ｎの後方側は、カバー５６によって覆われている。 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.
　第１支持部４６ａ内には、受電部４０ｐの第２ローラ部材４２ｂと接触する導電性のブラシ（接触通電体）５８ａが、充電ヘッド２６の長手方向（図７および図８に示す矢印ｘ方向）に沿って摺動可能に設けられている。第２ローラ部材４２ｂと接触するブラシ５８ａの接触面は、第２ローラ部材４２ｂの形状に沿って円弧状の形状を有する。そして、２本の導電性のバスバー６０ａ、６０ａが、基部５２内に形成された貫通孔６２ａと第１支持部４６ａ内に形成された貫通孔６４ａとを通って、ブラシ５８ａに電気的に接続されている。この２本のバスバー６０ａ、６０ａは、水平方向に所定の間隔を空けてブラシ５８ａに接続されている。バスバー６０ａ、６０ａの他端側は、移動不可能な状態で固定されており、充電アーム２２のアーム部８６（図１０参照）の内部に設けられた電線８６ａを介して電動車両１０の蓄電装置１６に電気的に接続されている。貫通孔６２ａは、基部５２のフランジ５２ａ内で水平方向に２つに分岐して貫通孔６４ａと連通している。貫通孔６４ａの開口部６６ａは、フランジ５２ａに形成された貫通孔６２ａの２つの開口部６８ａ、６８ａを覆う大きさを有する。 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.
　同様に、第２支持部４６ｂ内には、受電部４０ｎの第２ローラ部材４２ｂと接触する導電性のブラシ（接触通電体）５８ｂが、充電ヘッド２６の長手方向に沿って摺動可能に設けられている。第２ローラ部材４２ｂと接触するブラシ５８ｂの接触面は、第２ローラ部材４２ｂの形状に沿って円弧状の形状を有する。そして、２本の導電性のバスバー６０ｂ、６０ｂが、基部５２内に形成された貫通孔６２ｂと第２支持部４６ｂ内に形成された貫通孔６４ｂとを通って、ブラシ５８ｂに接続されている。この２本のバスバー６０ｂ、６０ｂは、水平方向に所定の間隔を空けてブラシ５８ｂに接続されている。バスバー６０ｂ、６０ｂの他端側は、移動不可能な状態で固定されており、充電アーム２２のアーム部８６（図１０参照）の内部に設けられた電線８６ｂを介して電動車両１０の蓄電装置１６に接続されている。貫通孔６２ｂは、基部５２のフランジ５２ａ内で水平方向に２つに分岐して貫通孔６４ｂと連通している。貫通孔６４ｂの開口部６６ｂは、フランジ５２ａに形成された貫通孔６２ｂの２つの開口部６８ｂ、６８ｂを覆う大きさを有する。 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.
　ここで、電動車両１０は走行しながら、図９に示すように、充電ヘッド２６の受電部４０ｐ、４０ｎを架線２０に接触させて充電を行うので、充電ヘッド２６の受電部４０ｐ、４０ｎは、回転しながらブラシ５８ａ、５８ｂと接触する。したがって、受電部４０ｐ、４０ｎとブラシ５８ａ、５８ｂとの間には接触摩擦が発生する。そのため、受電部４０ｐ、４０ｎの第２ローラ部材４２ｂおよび（または）ブラシ５８ａ、５８ｂは時間の経過とともに徐々に削られて磨耗していき、ブラシ５８ａ、５８ｂと、受電部４０ｐ、４０ｎの第２ローラ部材４２ｂとは非接触の状態となってしまう。 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.
　そこで、貫通孔６４ａ、６４ｂ内に設けられたバネ部材（付勢部材）７０ａ、７０ｂによってブラシ５８ａ、５８ｂを矢印ｘ方向に沿って第２ローラ部材４２ｂ側（充電ヘッド２６の先端側）に付勢（押圧）する。これにより、受電部４０ｐ、４０ｎおよび（または）ブラシ５８ａ、５８ｂが削られた場合であっても、バネ部材７０ａ、７０ｂによってブラシ５８ａ、５８ｂを、先端側に摺動（移動）させて受電部４０ｐ、４０ｎの第２ローラ部材４２ｂに押しつけることができる。したがって、正極側の受電部４０ｐを介して正極側架線２０ｐからの第１電圧を確実にバスバー６０ａ、６０ａに伝達することができ、負極側の受電部４０ｎを介して負極側架線２０ｎからの第２電圧を確実にバスバー６０ｂ、６０ｂに伝達することができる。 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.
　また、充電ヘッド２６は、貫通孔６２ａ、６４ａ内でバスバー６０ａ、６０ａを、貫通孔６２ｂ、６４ｂ内でバスバー６０ｂ、６０ｂをある程度弛ませた状態で保持している。つまり、電線８６ａ、８６ｂの先端側とブラシ５８ａ、５８ｂとを接続するバスバー６０ａ、６０ｂの最短距離の長さに比べて、さらに余長を持たせてバスバー６０ａ、６０ｂの長さを設定し、その余長分を、貫通孔６２ａ、６４ａ、貫通孔６２ｂ、６４ｂ内で弛ませている。これにより、バスバー６０ａ、６０ｂをブラシ５８ａ、５８ｂの移動に追従させることができ、ブラシ５８ａ、５８ｂを受電部４０ｐ、４０ｎ側に移動させることができる。 Further, 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 they 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.
　バネ部材７０ａは、一端が２本のバスバー６０ａ、６０ａの間でブラシ５８ａに取り付けられるとともに、他端が開口部６８ａ、６８ａの間でフランジ５２ａに取り付けられている。同様に、バネ部材７０ｂは、一端が２本のバスバー６０ｂ、６０ｂの間でブラシ５８ｂに取り付けられるとともに、他端が開口部６８ｂ、６８ｂの間でフランジ５２ａに取り付けられている。 The spring member 70a has one end attached to the brush 58a between the two bus bars 60a and 60a and the other end 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.
　また、受電部４０ｐ、４０ｎの回転による受電部４０ｐ、４０ｎの第１ローラ部材４２ａと架線２０との接触摩擦によって、受電部４０ｐ、４０ｎの第１ローラ部材４２ａおよび（または）架線２０とは時間の経過とともに徐々に削られていき磨耗する。この磨耗によって、第１ローラ部材４２ａおよび（または）架線２０の磨耗カス（削りカス）が出る。また、上述したように受電部４０ｐ、４０ｎの第２ローラ部材４２ｂとブラシ５８ａ、５８ｂとの接触摩擦による磨耗によって、第２ローラ部材４２ｂおよび（または）ブラシ５８ａ、５８ｂの磨耗カス（削りカス）が出る。 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.
　この磨耗カスが周辺に散乱すると、周辺部品に絶縁不良等の悪影響を及ぼす可能性がある。また、受電部４０ｐの回転によって生じた磨耗カスが下側におちて、受電部４０ｎに悪影響を与えることが考えられる。例えば、架線２０と受電部４０ｎとの接触状態に影響を及ぼしたり、受電部４０ｐがスムーズに回転しなくなったり、アークが発生することが考えられる。 ¡If this wear residue is scattered around, there is a possibility of adverse effects such as poor insulation on the surrounding 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.
　そこで、受電部４０ｐ、４０ｎの間に設けられた仕切板（収容部）５４の上面に所定の深さだけ下方に凹んだ凹部５４ａを設ける。この凹部５４ａは、仕切板５４の外周に沿って形成されている。この凹部５４ａに受電部４０ｐの第１ローラ部材４２ａと正極側架線２０ｐとの接触摩擦によって発生した磨耗カスが収容されるので、受電部４０ｐの第１ローラ部材４２ａと正極側架線２０ｐとの摩擦接触によって生じた磨耗カスが周囲に散乱することを防ぐことができる。したがって、周辺部品に絶縁不良等の悪影響を及ぼすことを抑制することができる。 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.
　また、充電ヘッド２６を上下方向から見たときに、凹部５４ａは、受電部４０ｐとブラシ５８ａとの接触位置を囲むように仕切板５４に形成されている。したがって、受電部４０ｐの第２ローラ部材４２ｂとブラシ５８ａとの接触摩擦によって生じた磨耗カスも凹部５４ａに収容されるので、受電部４０ｐの第２ローラ部材４２ｂとブラシ５８ａとの接触摩擦によって生じた磨耗カスが周囲に散乱することを防ぐことができる。したがって、周辺部品に絶縁不良等の悪影響を及ぼすことを抑制することができる。 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.
　充電アーム２２は、図１０に示すように、充電ヘッド２６の他に、充電ヘッド２６が取り付けられるブラケット８０と、このブラケット８０を介して充電ヘッド２６を、矢印ｑ（ｑ１、ｑ２）方向に移動（回動）させるスライダクランク機構８２とを有する。 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.
　スライダクランク機構８２は、電動車両１０に設けられた回動軸８４を中心に回動して車幅外方向に水平に展開するアーム部８６と、アーム部８６より電動車両１０の車体内側に、車体の前後方向に沿って取り付けられたスライドレール８８と、スライドレール８８上を矢印ｐ（ｐ１、ｐ２）方向にスライドするアクチュエータ９０と、一端がアーム部８６に回動自在に取り付けられ、他端がアクチュエータ９０に回動自在に取り付けられたスプリングダンパー９２とを有する。充電ヘッド２６は、アーム部８６の先端側（回動軸８４とは反対側）にブラケット８０を介して取り付けられている。このスプリングダンパー９２は、アーム部８６を車幅外側に展開する方向にアーム部８６を付勢する。 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.
　アクチュエータ９０が、矢印ｐ１方向にスライドレール８８上を移動すると、アーム部８６が回動軸８４を中心として矢印ｑ１方向に回動し、充電ヘッド２６も一緒に矢印ｑ１方向に移動する。これにより、アーム部８６は、回動軸８４を中心として電動車両１０の車体横側から水平方向に開き、充電ヘッド２６が架線２０側に移動する。 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.
　一方、アクチュエータ９０が、矢印ｐ２方向にスライドレール８８上を移動すると、アーム部８６が回動軸８４を中心として矢印ｑ２方向に回動し、充電ヘッド２６も一緒に矢印ｑ２方向に移動する。これにより、アーム部８６は閉じた状態になり、充電ヘッド２６は電動車両１０に収納される。 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.
　本実施の形態においては、充電ヘッド２６を収納しているとき（図１０の２点鎖線で示す状態）のアクチュエータ９０の位置を初期位置ｄ１とし、充電を行う場合にはアクチュエータ９０を矢印ｐ１方向に沿って初期位置ｄ１から所定位置ｄ２まで移動させる。これにより、アーム部８６は、第１の回動角度θ１まで展開し、充電ヘッド２６が架線２０側（電動車両１０の外側）に突出する（図１０の実線で示す状態）。回動角度とは、アーム部８６が収納された状態からの角度のことをいう。 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.
　図１１に示すように、アーム部８６が第１の回動角度θ１まで展開すると、充電ヘッド２６は、電動車両１０の運転席１８側の側部１０ｓから第１所定距離ｚ１離れた架線２０に接触することができる。そして、電動車両１０の運転席１８側の側部１０ｓから架線２０までの距離が第１所定距離ｚ１より短くなると、架線２０によって充電ヘッド２６が押しつけられ、アーム部８６は、スプリングダンパー９２の付勢力に抗して矢印ｑ２方向（閉じ方向）に回動する。それに伴い充電ヘッド２６も矢印ｑ２方向（車体側方向）に移動する。 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).
　しかしながら、スプリングダンパー９２は、所定の長さ以上は縮むことができないため、充電ヘッド２６が矢印ｑ２方向に移動することができる範囲は限られている。スプリングダンパー９２が最も縮んだときのアーム部８６の回動角度を便宜上第２の回動角度θ２と呼ぶ。つまり、受電時には、スプリングダンパー９２によって、アーム部８６は、第１の回動角度θ１から第２の回動角度θ２の範囲内で回動可能である。したがって、アーム部８６が第２の回動角度θ２のときに充電ヘッド２６の受電部４０ｐ、４０ｎが接触する架線２０と、電動車両１０の運転席１８側の側部１０ｓとの距離は、第１所定距離ｚ１より短い第２所定距離ｚ２となる。なお、充電時には、アーム部８６の回動角度は、第２の回動角度θ２より小さくなることはないので、電動車両１０の運転席１８側の側部１０ｓと架線２０との距離（以下、「電動車両１０と架線２０との距離」という）は、第２所定距離ｚ２より小さくなることはない。 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 direction of the arrow q2 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. The “distance between the electric vehicle 10 and the overhead wire 20” is not smaller than the second predetermined distance z2.
　なお、スプリングダンパー９２が一定の長さまで縮んだ際には、アクチュエータ９０を矢印ｐ２方向側に移動させること等で、スプリングダンパー９２の縮みとアクチュエータ９０とを連動させて回動角度を制御してもよい。この場合には、スプリングダンパー９２による架線２０と受電部４０ｐ、４０ｎとの接触圧をより細かく制御することができる。また、この場合であってもアーム部８６の回動範囲は所定の角度範囲に制限される。 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.
　ここで、電動車両１０は、走行中に充電を行うため、走行時に伴う電動車両１０の振動・揺れ等によって、電動車両１０が左右に振れ、電動車両１０と架線２０との距離が長くなったり、短くなったりする。また、電動車両１０と架線２０との距離が、第１所定距離ｚ１より短くなると、充電ヘッド２６の受電部４０ｐ、４０ｎは、スプリングダンパー９２の付勢力によって架線２０に押しつけられた状態となる。したがって、走行中の充電時には電動車両１０と架線２０との距離を第１所定距離ｚ１より短くしておくことで、電動車両１０に振動・揺れ等が発生した場合であっても、スプリングダンパー９２によって充電ヘッド２６の受電部４０ｐ、４０ｎと架線２０との接触圧を維持して、安定的に接触させることができる。 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.
　充電を行うときには、電動車両１０と架線２０との距離が、第１所定距離ｚ１と第２所定距離ｚ２との丁度真ん中の距離（第３所定距離ｚ３）となるように電動車両１０を走行させることで、最も効果的に電動車両１０の左右の振れに対応することができる。電動車両１０と架線２０との距離が第３所定距離ｚ３となったときのアーム部８６の回動角度を便宜上第３の回動角度（所定回動角度）θ３と呼ぶ。 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.
　本実施の形態では、電動車両１０と架線２０との距離が第３所定距離ｚ３となるように電動車両１０が走行することを想定している。そのため、図１に示すように、走行路２４に、電動車両１０と架線２０との間の距離をガイドするガイドライン１００を設けてもよい。この場合は、このガイドライン１００も接触充電システム１２を構成する。 In the present embodiment, it is assumed that the electric vehicle 10 travels such that the distance between the electric vehicle 10 and the overhead line 20 is the 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.
　アーム部８６の回動角度が第３の回動角度θ３のときに、架線２０に対して充電ヘッド２６の長手方向が直交する方向で架線２０に対向するように、充電ヘッド２６は、ブラケット８０を介してアーム部８６に取り付けられる。つまり、アーム部８６の長手方向（延び方向）に対して充電ヘッド２６の長手方向がアーム部８６の開き方向側に向かって屈曲するように、充電ヘッド２６がブラケット８０を介してアーム部８６の先端に取り付けられている。この充電ヘッド２６の長手方向とアーム部８６の長手方向とは所定の角度をなしている。 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.
　なお、アーム部８６の回動角度が第３の回動角度θ３のときの充電ヘッド２６の長手方向と架線２０とのなす角αをα３（α３＝９０度）とする。また、アーム部８６の回動角度が第１の回動角度θ１のときの充電ヘッド２６の長手方向と架線２０とのなす角αをα１とし、アーム部８６の回動角度が第２の回動角度θ２のときの充電ヘッド２６の長手方向と架線２０とのなす角αをα２とする。本実施の形態でいうなす角αとは、充電ヘッド２６の長手方向と架線２０とがなす角のうち、角度が小さい方の角度を指している。 The angle α formed between 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.
　ここで、アーム部８６の回動角度が第１の回動角度θ１のときに充電ヘッド２６の長手方向が架線２０に対して直交するように充電ヘッド２６に設けると、電動車両１０と架線２０との距離が第２所定距離ｚ２になった場合は、充電ヘッド２６が架線２０に対してなす角αがα１、α２に比べ過度に小さくなってしまう。逆に、アーム部８６の回動角度が第２の回動角度θ２のときに充電ヘッド２６の長手方向が架線２０に対して直交するように充電ヘッド２６に設けると、電動車両１０と架線２０との距離が第１所定距離ｚ１になった場合は、充電ヘッド２６が架線２０に対してなす角αがα１、α２に比べ過度に小さくなってしまう。その結果、充電ヘッド２６が架線２０に対して過度に鋭角になってしまうことにより、充電ヘッド２６の受電部４０ｐ、４０ｎ以外の部分（例えば、カバー５６）が架線２０と干渉してしまい、受電部４０ｐ、４０ｎが架線２０と接触できない虞がある。 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.
　したがって、アーム部８６の回動角度が第３の回動角度θ３のときに充電ヘッド２６の長手方向が架線２０に対向する（すなわち、充電ヘッド２６と架線２０とが正対する）ように充電ヘッド２６を設けることで、電動車両１０と架線２０との距離が第１所定距離ｚ１から第２所定距離ｚ２までの範囲内で変動した場合であっても、安定的に充電ヘッド２６の受電部４０ｐ、４０ｎと架線２０とを接触させることができる。 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.
　以上のように、本実施の形態では、充電ヘッド２６は、アーム部８６が第３の回動角度θ３となるように展開したときに、その長手方向が架線２０に対して直交する方向で架線２０に対向する（すなわち、充電ヘッド２６と架線２０とが正対する）ように設定されており、アーム部８６は、第３の回動角度θ３よりも大きな第１の回動角度θ１まで展開する。これにより、電動車両１０と架線２０との距離が変動して充電ヘッド２６と架線２０とのなす角αが変動した場合であっても、安定的に受電部４０ｐ、４０ｎと架線２０とを接触させることができる。 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.
　充電アーム２２は、スライドレール８８上をスライドするアクチュエータ９０と、一端がアーム部８６に回動可能に取り付けられ、他端がアクチュエータ９０に回動可能に取り付けられたスプリングダンパー９２とを有し、スプリングダンパー９２は、アーム部８６を車幅外側に展開する方向にアーム部８６を付勢する。これにより、受電部４０ｐ、４０ｎが架線２０に接触してアーム部８６が電動車両１０側に戻されると、スプリングダンパー９２の付勢力によって受電部４０ｐ、４０ｎを架線２０に押しつけることができる。したがって、受電部４０ｐ、４０ｎと架線２０との接触圧を維持して、架線２０からの電力を蓄電装置１６に安定的に供給することができる。 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.
　充電ヘッド２６は、充電ヘッド２６の長手方向とアーム部８６の延び方向とが所定の角度をなすように、ブラケット８０を介してアーム部８６の先端に取り付けられている。これにより、アーム部８６が第３の回動角度θ３となるように展開したときに、充電ヘッド２６の長手方向が架線２０に対して直交する方向で架線２０に対向するように充電ヘッド２６をアーム部８６の先端に簡単に取り付けることができる。 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.
　また、架線２０は受電部４０ｐ、４０ｎの第１ローラ部材４２ａと接触し、ブラシ５８ａ、５８ｂは、受電部４０ｐ、４０ｎの第２ローラ部材４２ｂと接触する。つまり、受電部４０ｐ、４０ｎが架線２０と接触する位置は、受電部４０ｐ、４０ｎがブラシ５８ａ、５８ｂと接触する位置と支持軸４８ａ、４８ｂの軸方向にずれている。これにより、受電部４０ｐ、４０ｎと架線２０との接触位置における受電部４０ｐ、４０ｎの磨耗を抑制することができる。したがって、受電部４０ｐ、４０ｎと架線２０とを安定的に接触させることができ、架線２０からの電力を蓄電装置１６に安定的に供給することができる。 Further, the overhead wire 20 contacts the first roller member 42a of the power receiving units 40p and 40n, and the brushes 58a and 58b contact 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.
　充電ヘッド２６は、ブラシ５８ａ、５８ｂを受電部４０ｐ、４０ｎ側に向かって押圧するバネ部材７０ａ、７０ｂを備えている。これにより、受電部４０ｐ、４０ｎとブラシ５８ａ、５８ｂとの接触により、受電部４０ｐ、４０ｎまたはブラシ５８ａ、５８ｂが磨耗した場合であっても、バネ部材７０ａ、７０ｂによって受電部４０ｐ、４０ｎとブラシ５８ａ、５８ｂとの接触状態を維持することができる。 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.
　充電ヘッド２６は、ブラシ５８ａ、５８ｂと電線８６ａ、８６ｂとを接続するバスバー６０ａ、６０ｂを弛ませた状態で保持する。これにより、バスバー６０ａ、６０ｂをブラシ５８ａ、５８ｂの移動に追従させることができ、ブラシ５８ａ、５８ｂを受電部４０ｐ、４０ｎ側に移動させることができる。したがって、受電部４０ｐ、４０ｎとブラシ５８ａ、５８ｂとの接触状態を維持することができる。 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.
　受電部４０ｐ、４０ｎは、架線２０と接触する第１ローラ部材４２ａと、第１半径ｒ１の外周面を有し、ブラシ５８ａ、５８ｂと接触する第２ローラ部材４２ｂとを備え、第１ローラ部材４２ａの外周面は、第１半径ｒ１より大きい半径を有する。これにより、架線２０に対して第１ローラ部材４２ａを接触させることができる。また、第２ローラ部材４２ｂの外周面の周速は、第１ローラ部材４２ａに比べ小さくなり、第２ローラ部材４２ｂとブラシ５８ａ、５８ｂとの磨耗を抑制することができる。 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.
　また、充電アーム２２が電動車両１０の運転席１８側の側部１０ｓから車幅方向外側に延出するので、運転者が電動車両１０と架線２０との間の距離を把握しやすくなり、図示しないハンドルの操舵によって充電アーム２２の受電部４０ｐ、４０ｎと架線２０との接触状態を良好に維持することができる。 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.
　二輪車は、中央線若しくは中央分離帯３９に隣接する車線を走行している場合は、通常、四輪車を中央線若しくは中央分離帯３９側から追い抜くことはない。したがって、充電アーム２２を電動車両１０の中央線側若しくは中央分離帯３９側に設けるので、二輪車等の安全を確保することができる。 When a motorcycle is traveling on a lane adjacent to the central line or the median strip 39, the four-wheeled vehicle is not normally overtaken from the center line or the median strip 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 two-wheeled vehicle or the like can be ensured.
　走行路２４には、電動車両１０と架線２０との間の距離をガイドするガイドライン１００が設けられているので、電動車両１０と架線２０との間の距離を適切な距離に保つことができる。したがって、充電アーム２２の受電部４０ｐ、４０ｎと架線２０との接触状態を良好に維持することができる。 Since the travel path 24 is provided with the guideline 100 for guiding the distance between the electric vehicle 10 and the overhead line 20, 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.
　架線２０に電力を供給する電源装置３４は、電動車両１０が走行する走行路２４ａと、対向車両が走行する走行路２４ｂとの間に設けられているので、走行路２４ａと走行路２４ｂとで電源装置３４を共通にすることができる。したがって、電源装置３４からそれぞれの走行路２４ａ、２４ｂの架線２０への電気配線が複雑化してしまうのを抑制することができる。 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.
　また、充電ヘッド２６の仕切板５４の上面に、所定の深さだけ凹んだ凹部５４ａが形成されているので、受電部４０ｐと架線２０との接触によって受電部４０ｐまたは架線２０が磨耗した場合であっても磨耗カスを収容することができる。その結果、受電部４０ｐまたは架線２０の磨耗カスが周辺に散乱して周辺部品に絶縁不良等の悪影響を及ぼしてしまうことを抑制することができる。 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.
　仕切板５４には、上下方向からみたときに、受電部４０ｐとブラシ５８ａとの接触位置を囲むように凹部５４ａが形成されている。これにより、受電部４０ｐとブラシ５８ａとの磨耗によって磨耗カスが生じた場合であっても、磨耗カスも仕切板５４に収容することができる。その結果、受電部４０ｐとブラシ５８ａとの接触により生じた磨耗カスによって周辺部品に絶縁不良等が発生してしまうことを抑制することができる。 The partition plate 54 is formed with a concave portion 54a so as to surround a 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.
　充電ヘッド２６は、上下方向に互いに離間して配置された正極および負極の一対の受電部４０ｐ、４０ｎを備え、仕切板５４は、上下方向における一対の受電部４０ｐ、４０ｎの間に配置されている。これにより、例えば、上側に配置された受電部４０ｐによって生じた磨耗カスが下側の受電部４０ｎ側へ落ちて、下側の受電部４０ｎと架線２０との接触状態に悪影響を及ぼすことを抑制することができる。したがって、一対の受電部４０ｐ、４０ｎを介して架線２０からの電力を安定的に蓄電装置１６に供給することができる。 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.
　［変形例］
　上記実施の形態の充電ヘッド２６は、以下のように変形してもよい。図１２は、本変形例における充電ヘッド２６Ａを示し、図１３は、図１２に示す本体部４４Ａを示す図である。なお、本変形例においては、図１と同様の機能を有する構成について参照符号の後にＡを付し、必要な箇所のみ説明する。上述したように、本体部４４Ａの基部５２Ａに設けられた貫通孔６２ａＡはフランジ５２ａＡ内で２つに分岐しフランジ５２ａＡに形成された２つの開口部６８ａＡ、６８ａＡに連通している。この貫通孔６２ａＡは、上記実施の形態とは異なり、断面積が同一の大きさで、且つ、基部５２Ａ内で水平に形成されている。仕切板５４Ａの開口部６８ａＡ、６８ａＡ側の上面には、凹部１１０が形成されている。この凹部１１０は、貫通孔６２ａＡを水平に通って２つの開口部６８ａＡ、６８ａＡから延びる２本のバスバー６０ａＡ、６０ａＡが仕切板５４Ａと干渉しないために形成されたものである。この２本のバスバー６０ａＡ、６０ａＡは、開口部６８ａＡ、６８ａＡから凹部１１０によって形成された空間を利用して上方に湾曲するように延び、第１支持部４６ａＡ内を通ってブラシ５８ａＡに接続される（図示略）。本変形例では、２本のバスバー６０ａＡ、６０ａＡは、第１支持部４６ａＡの貫通孔６４ａＡ内で弛んだ状態で保持されている（図示略）。この仕切板（収容部）５４Ａの上面には、外周に沿って所定の深さだけ凹んだ凹部５４ａＡが形成されている。この凹部５４ａＡによって、正極側架線２０ｐＡと受電部４０ｐＡとの接触摩擦によって生じる磨耗カス、および、受電部４０ｐＡとブラシ５８ａＡとの接触摩擦によって生じる磨耗カスが収容される。 [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 and 60aA extend from the openings 68aA and 68aA so as to curve 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.
　図示しないがバスバー６０ｂＡ、６０ｂＡの連通状態もバスバー６０ａＡ、６０ａＡと同様である。つまり、貫通孔６２ｂＡも、上記実施の形態とは異なり、断面積が同一の大きさで、且つ、水平に基部５２Ａ内に形成されている。そして、仕切板５４Ａの開口部６８ｂＡ、６８ｂＡ側の下面には、凹部１１０が形成されている。この凹部１１０は、貫通孔６２ｂＡを水平に通って２つの開口部６８ｂＡ、６８ｂＡから延びる２本のバスバー６０ｂＡ、６０ｂＡが仕切板５４Ａと干渉しないために形成されたものである。この２本のバスバー６０ｂＡ、６０ｂＡは、開口部６８ｂＡ、６８ｂＡから下方に湾曲するように延び、第２支持部４６ｂＡ内を通ってブラシ５８ｂＡに接続される（図示略）。本変形例では、２本のバスバー６０ｂＡ、６０ｂＡは、第２支持部４６ｂＡの貫通孔６４ｂＡ内で弛んだ状態で保持されている。 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.
　仕切板５４Ａの上面に形成された凹部１１２は、支持軸４８ａＡを受入れるために形成され、仕切板５４の下面にも同様に支持軸４８ｂＡを受入れるための凹部（図示略）が形成されている。 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.
　なお、負極側架線２０ｎＡと受電部４０ｎＡとの接触摩擦によって生じる磨耗カス、および、受電部４０ｎＡとブラシ５８ｂＡとの接触摩擦によって生じる磨耗カスを収容するために、図１４に示すように、充電ヘッド２６Ａ（本体部４４Ａ）の下部に凹部１１４ａが形成された収容部１１４を設けてもよい。この凹部１１４ａは、収容部１１４の上面に形成されている。 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.

Claims (5)

  1. 　電動車両（１０）の側部（１０ｓ）に対向するとともに前記電動車両（１０）の走行路（２４）に沿って設けられた架線（２０）に、前記電動車両（１０）の側部（１０ｓ）から車幅外方向に延出する充電アーム（２２）の受電部（４０ｐ、４０ｎ、４０ｐＡ、４０ｎＡ）を接触させて、前記電動車両（１０）の駆動用の蓄電装置（１６）を充電する電動車両（１０）において、
    　前記充電アーム（２２）は、前記電動車両（１０）の運転席（１８）側の側部（１０ｓ）から車幅方向外側に延出する
    　ことを特徴とする電動車両（１０）。     The side portion (10s) of the electric vehicle (10) is placed on the overhead line (20) provided along the traveling path (24) of the electric vehicle (10) while facing the side portion (10s) of the electric vehicle (10). ) To contact the power receiving portions (40p, 40n, 40pA, 40nA) of the charging arm (22) extending outward from the vehicle width to charge the power storage device (16) for driving the electric vehicle (10). In the electric vehicle (10),
    The electric vehicle (10), wherein the charging arm (22) extends outward in a vehicle width direction from a side portion (10s) on the driver seat (18) side of the electric vehicle (10).
  2. 　請求項１に記載の電動車両（１０）において、
    　前記電動車両（１０）は、前記電動車両（１０）が走行する前記走行路（２４、２４ａ）と対向車両が走行する前記走行路（２４、２４ｂ）とを区分するための中央線側若しくは中央分離帯（３９）側に運転席（１８）が設けられている
    　ことを特徴とする電動車両（１０）。     In the electric vehicle (10) according to claim 1,
    The electric vehicle (10) is a central line side or a center for distinguishing the travel path (24, 24a) on which the electric vehicle (10) travels and the travel path (24, 24b) on which the oncoming vehicle travels. An electric vehicle (10) characterized in that a driver's seat (18) is provided on the separation zone (39) side.
  3. 　請求項１に記載の電動車両（１０）を有する接触充電システム（１２）において、
    　前記走行路（２４）には、前記電動車両（１０）と前記架線（２０）との間の距離をガイドするガイドライン（１００）が設けられている
    　ことを特徴とする接触充電システム（１２）。     In the contact charging system (12) comprising the electric vehicle (10) according to claim 1,
    The contact charging system (12), wherein a guideline (100) for guiding a distance between the electric vehicle (10) and the overhead wire (20) is provided on the travel path (24).
  4. 　電動車両（１０）から車幅方向に延出する充電アーム（２２）と対向するように設けられた架線（２０）を備えた給電装置（３８）において、
    　前記架線（２０）は、前記電動車両（１０）の運転席（１８）側の側方において前記電動車両（１０）の走行路（２４）に沿って設けられるとともに、前記電動車両（１０）が走行する前記走行路（２４、２４ａ）における、対向車両が走行する前記走行路（２４、２４ｂ）側に設けられている
    　ことを特徴とする給電装置（３８）。     In the power feeding device (38) including the overhead wire (20) provided to face the charging arm (22) extending from the electric vehicle (10) in the vehicle width direction,
    The overhead line (20) is provided along the traveling path (24) of the electric vehicle (10) on the side of the electric vehicle (10) on the driver seat (18) side, and the electric vehicle (10) The power feeding device (38), which is provided on the traveling path (24, 24b) on which the oncoming vehicle travels in the traveling path (24, 24a).
  5. 　請求項４に記載の給電装置（３８）において、
    　前記架線（２０）に電力を供給する電源装置（３４）を備え、
    　前記電源装置（３４）は、前記電動車両（１０）が走行する前記走行路（２４、２４ａ）と、前記対向車両が走行する前記走行路（２４、２４ｂ）との間に設けられている
    　ことを特徴とする給電装置（３８）。     In the power feeding device (38) according to claim 4,
    A power supply device (34) for supplying power to the overhead wire (20);
    The power supply device (34) is provided between the travel path (24, 24a) on which the electric vehicle (10) travels and the travel path (24, 24b) on which the oncoming vehicle travels. A power feeding device (38) characterized by the above.
PCT/JP2015/052341 2014-01-31 2015-01-28 Electric vehicle, contact charging system, and power feeding device WO2015115474A1 (en)

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JPWO2017138508A1 (en) * 2016-02-08 2018-09-20 本田技研工業株式会社 Contact charging system, power supply device, power receiving device, and contact charging method
JP2020174504A (en) * 2019-04-12 2020-10-22 株式会社デンソー Contact power receiving system
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JPWO2017138508A1 (en) * 2016-02-08 2018-09-20 本田技研工業株式会社 Contact charging system, power supply device, power receiving device, and contact charging method
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JP2020174504A (en) * 2019-04-12 2020-10-22 株式会社デンソー Contact power receiving system
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WO2023097205A1 (en) * 2021-11-24 2023-06-01 Caterpillar Inc. Connector assembly for conductor rod having multiple degrees of freedom
US11688973B2 (en) 2021-11-24 2023-06-27 Caterpillar Inc. Connector assembly for conductor rod having multiple degrees of freedom
US11859370B2 (en) 2021-11-24 2024-01-02 Caterpillar Inc. Multi-tiered interface between conductor rod and work machine
US11923632B2 (en) 2021-11-24 2024-03-05 Caterpillar Inc. Terminal assembly for conductor rod having multiple degrees of freedom

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