JP7829608B2 - How to charge a battery loco - Google Patents

Description

This invention relates to a method for charging a battery-powered locomotive, specifically, a method for charging a battery-powered locomotive used for transporting materials, excavated soil, etc., in a borehole excavated by a shield tunneling machine.

A battery-powered locomotive is a type of locomotive that uses its onboard battery (storage battery) as a power source to pull or push a trolley loaded with materials and excavated soil, traveling from the starting shaft to the tunnel face.

The battery in the battery-powered locomotive needs to be charged after each operation. This is handled, for example, by charging a spare battery in the charging space at the launch shaft while the locomotive is running, and then replacing the depleted battery with the fully charged spare battery in the same charging space after each operation is complete.

Regarding such battery-powered locomotives, for example, Patent Document 1 discloses a technology for charging the battery of a battery-powered locomotive by bringing a current collector on the locomotive into contact with a trolley wire installed in a power supply section within a tunnel while the locomotive is running.

Japanese Patent Publication No. 2018-126045

However, in recent years, with the increasing length of excavation tunnels, the extended daily excavation distance, and the larger diameter of the tunnels, the operating time, distance, and weight of battery-powered locomotives have increased, leading to a trend of more frequent battery replacements.

Therefore, measures such as providing passing points within the excavation tunnel, placing chargers and spare batteries within the tunnel, and performing excavation work while swapping batteries have been implemented. However, these measures are costly, and the battery replacement process is time-consuming, reducing the efficiency of transporting excavated soil and other materials by battery-powered locomotives.

This invention was made in light of the above-described technical background, and aims to provide a technology that can improve the efficiency of transporting excavated soil and other materials using battery-powered locomotives.

Another objective of the present invention is to provide a technology that can reduce the work involved in the construction of excavated tunnels using shield tunneling machines.

Another objective of this invention is to provide a technology that can reduce the cost of batteries for battery-powered locomotives.

Another objective of the present invention is to provide a technology that can reduce the construction costs of boreholes using shield tunneling machines.

To solve the above problems, the battery locomotive charging method of the present invention described in claim 1 is characterized by charging the battery by electrically connecting the current collection unit provided on the battery locomotive, which is connected to the battery of the battery locomotive that moves multiple transport trolleys in an excavated tunnel constructed by a shield tunneling machine, to a power supply trolley wire provided on a trailing trolley towed behind the shield tunneling machine, which extends along the excavation direction of the shield tunneling machine.

The method for charging a battery locomotive according to claim 2 of the present invention is characterized in that, in the invention described in claim 1, the shield tunneling machine is a mud pressure balance shield tunneling machine, and a plurality of transport trolleys are sequentially moved by the battery locomotive directly below the soil discharge port for discharging excavated soil excavated by the shield tunneling machine, and while the excavated soil discharged from the soil discharge port is sequentially loaded onto the plurality of transport trolleys, the current collection unit of the battery locomotive is electrically connected to the power supply trolley wire of the subsequent trolleys, thereby continuously charging the battery.

The method for charging a battery locomotive according to claim 3 of the present invention is characterized in that, in the invention described in claim 2, the transport trolleys are connected in multiple units along the excavation direction of the shield tunneling machine and are trolleys for loading excavated soil discharged from the soil discharge port provided on the trailing trolley, and the power supply trolley wire is provided in a state that extends from a position where the current collector contacts the power supply trolley wire when the first transport trolley to load is directly below the soil discharge port, to a position where the current collector contacts the power supply trolley wire when the last transport trolley to load is directly below the soil discharge port.

The charging method for a battery-powered locomotive according to claim 4 of the present invention is characterized in that, in the invention described in any one of claims 1 to 3, the battery is a lithium-ion storage battery.

According to this invention, it becomes possible to improve the efficiency of transporting excavated soil and other materials using battery-powered locomotives.

Furthermore, according to the present invention, it becomes possible to reduce the amount of work involved in the construction of excavated tunnels using shield tunneling machines.

Furthermore, according to this invention, it becomes possible to reduce the cost of batteries for battery-powered locomotives.

Furthermore, according to the present invention, it becomes possible to reduce the construction costs of excavated tunnels using shield tunneling machines.

This is a side view of the main part of a shield tunneling mechanism in which a charging mechanism for a battery locomotive, which is one embodiment of the present invention, is arranged. Figure 1 is an enlarged side view of the main part of the shield tunneling mechanism, enclosed by the dashed line. This is a front view of the trailing trolley and battery locomotive as seen from the direction indicated by arrow A in Figure 2. This is an enlarged side view of the main part of the shield tunneling mechanism in Figure 1, enclosed by the dashed line, after the removal of the battery locomotive. This is a front view of the trailing bogie as seen from the direction indicated by arrow A in Figure 4. This is an enlarged side view of the main parts of the battery locomotive and transport trolley at the start of loading excavated soil. This is an enlarged side view of the main parts of the battery locomotive and transport trolley at the end of loading the excavated soil. Figure 1 is a plan view of an example of a battery-powered locomotive. Figure 8 is a side view of the battery locomotive. This is a front view of the battery locomotive as seen from the direction indicated by arrow A in Figure 8. This is a schematic circuit diagram of the main components of an example of a battery-powered locomotive's charging mechanism. Figure 1 is a side view of the main part of the shield tunneling mechanism during the excavation process, where the charging mechanism for the battery locomotive is located. Figure 12 is a side view of the main part of the shield tunneling mechanism during the excavation process after the process shown in Figure 12. Figure 13 is a side view of the main part of the shield tunneling mechanism during the excavation process after the process is complete. Figure 14 is a side view of the main part of the shield tunneling mechanism during the excavation process after the process is complete. Figure 15 is a side view of the main part of the shield tunneling mechanism during the excavation process after the process shown in Figure 15. Figure 16 is a side view of the main part of the shield tunneling mechanism during the excavation process after the process is complete. This is a front view of a modified version of the trailing bogie.

The following describes an embodiment of the present invention in detail with reference to the drawings. In the drawings illustrating the embodiment, the same reference numerals are generally used for identical components, and repeated descriptions are omitted.

Figure 1 is a side view of the main part of the shield tunneling mechanism in which the battery locomotive charging mechanism of this embodiment is located; Figure 2 is an enlarged side view of the main part of the shield tunneling mechanism in Figure 1 enclosed by the dashed line; Figure 3 is a front view of the trailing carriage and battery locomotive as seen from the direction indicated by arrow A in Figure 2; Figure 4 is an enlarged side view of the main part of the shield tunneling mechanism in Figure 1 enclosed by the dashed line after the battery locomotive has been removed; and Figure 5 is a front view of the trailing carriage as seen from the direction indicated by arrow A in Figure 4.

As shown in Figures 1 to 5, the battery locomotive charging mechanism CM of this embodiment is a charging mechanism for a battery locomotive BL that travels along rail RA while towing or pushing multiple transport trolleys TT within the excavation shaft DP constructed by the shield tunneling machine S.

As shown in Figure 1, the shield tunneling machine S is a mud pressure balance shield tunneling machine that excavates, for example, the ground to construct a borehole DP. In this embodiment, "forward" refers to the direction in which the shield tunneling machine S is excavating (towards the tunnel face F), and "rearward" refers to the direction directly opposite to forward (towards the launch shaft).

The excavated soil, excavated by the cutter head C of the shield tunneling machine S and taken into the chamber CH of the shield tunneling machine S, is subjected to plastic fluidization treatment before being sent from the screw conveyor SC of the shield tunneling machine S to the transport pipe CT, and then transported to the soil discharge port E at the rear of the transport pipe CT. A segment SG is installed on the inner surface of the excavated shaft DP at the rear of the shield tunneling machine S.

Furthermore, as shown in Figures 1, 2, and 4, multiple follower trolleys FT are arranged in a series behind the shield tunneling machine S. These multiple follower trolleys FT are connected to each other and are configured to be towed by the shield tunneling machine S, allowing them to travel along the rail RB. The rail RB is laid along the direction of extension of the excavated tunnel DP.

As shown in Figures 3 and 5, each trailing trolley FT comprises, for example, two trolley body sections FTs, FTs arranged on both sides of the battery loco BL in the width direction (horizontal direction perpendicular to the extending direction of the excavation pit DP), and a roof section FTt bridging the two trolley body sections FTs, FTs so as to cover the battery loco BL.

On the other hand, as shown in Figures 1 to 3, the battery locomotive BL is a locomotive that runs along rail RA by using an onboard battery (not shown in Figures 1 to 5) as a power source to drive a motor (not shown in Figures 1 to 5), and is configured to move both forward and backward. Rail RA is laid along the direction of extension of the excavated tunnel.

The battery-powered locomotive BL is capable of traveling at a constant command speed regardless of the road gradient or load size. Therefore, it is used in the construction of excavation tunnels (DP) by shield tunneling machines (S) to move transport trolleys TT, which carry materials such as segments, pipes, rails, and excavated soil, from the starting shaft to the tunnel face.

As shown in Figures 1 and 2, multiple transport trolleys TT are arranged in series behind the battery locomotive BL. These transport trolleys TT are interconnected and, when moving forward, are towed by the battery locomotive BL; when moving backward, they are pushed by the battery locomotive BL, traveling along the rail RA. The rail RA is laid along the direction of extension of the excavation shaft DP.

Incidentally, the batteries in battery-powered locomotives typically need to be charged after each operation. This charging is usually done by, for example, charging a spare battery in the charging space at the launch shaft while the locomotive is running, and then, after each operation is complete, replacing the depleted battery with the fully charged spare battery in the same charging space at the launch shaft.

However, in recent years, with the increasing length of excavation tunnels, the extended daily excavation distance, and the larger diameter of the tunnels, the operating time, distance, and weight of battery-powered locomotives have increased, leading to a trend of more frequent battery replacements.

Therefore, measures such as providing passing points within the excavation tunnel, placing chargers and spare batteries within the tunnel, and performing excavation work while swapping batteries have been implemented. However, these measures are costly, and the battery replacement process is time-consuming, reducing the efficiency of transporting excavated soil and other materials by battery-powered locomotives.

Therefore, as shown in Figures 1 to 5, in the battery locomotive charging mechanism CM of this embodiment, a power supply trolley wire PW is provided on the back surface of the roof portion FTt of the trailing bogie FT, facing the upper surface of the battery locomotive BL. A pantograph (current collector) PG is provided on the battery locomotive BL at a position facing the power supply trolley wire PW, and the battery of the battery locomotive BL is charged through this pantograph PG.

As a result, in the battery loco charging mechanism CM of this embodiment, the battery of the battery loco BL can be charged via the power supply trolley wire PW while the shield tunneling machine S is excavating, thus maintaining the battery of the battery loco BL in a state close to full charge at all times.

Therefore, the need to move the battery locomotive BL to a charging space and replace the depleted battery with a fully charged spare battery can be eliminated. Consequently, the efficiency of transporting excavated soil and other materials by the battery locomotive BL can be significantly improved. Furthermore, since there is no need to stop the excavation of the shield tunneling machine S for battery replacement, and the work associated with the construction of the excavated tunnel DP by the shield tunneling machine S can be reduced, the construction period can be prevented from being prolonged.

Furthermore, since the battery replacement work for the battery locomotive BL can be omitted, there is no need to install chargers or spare batteries in the starting shaft or passing points, and there is no need to increase the capacity of the battery locomotive BL's battery. Therefore, the cost associated with the battery locomotive BL's battery can be reduced. Consequently, the construction cost of the excavated tunnel DP using the shield tunneling machine S can be reduced.

Furthermore, while systems that install spare batteries require maintenance such as waterproofing for the spare batteries, the battery-powered locomotive charging mechanism CM of this embodiment eliminates the need for spare batteries, thus simplifying the maintenance of the battery-powered locomotive charging mechanism CM.

Furthermore, in the battery locomotive charging mechanism CM of this embodiment, the battery of the battery locomotive BL can be charged on the trailing trolley FT, which is always passed when transporting materials and excavated soil. Therefore, the battery of the battery locomotive BL can be charged regardless of the excavation distance, diameter, or shaft size of the borehole. In other words, it can be widely applied to various situations, such as longer borehole distances or larger diameters.

Next, using the example of a transport cart TT, carried by the battery-powered locomotive BL, being a so-called spoil cart for loading excavated soil, we will explain an example of the configuration of the power supply trolley wire PW located on the following cart FT with reference to Figures 6 and 7.

Figure 6 is an enlarged side view of the main parts of the battery locomotive and transport trolley at the start of loading the excavated soil, and Figure 7 is an enlarged side view of the main parts of the battery locomotive and transport trolley at the end of loading the excavated soil.

As shown in Figures 6 and 7, the power supply trolley wire PW is provided across multiple successor trolleys FT, extending along the connection direction of the multiple successor trolleys FT (the excavation direction of the shield tunneling machine S and the extension direction of the excavated shaft DP). Specifically, the power supply trolley wire PW extends along the excavation direction of the shield tunneling machine S, from the position where the pantograph PG of the battery locomotive BL contacts the power supply trolley wire PW when the first transport trolley TT3 (TT1 to TT3), one of the multiple transport trolleys TT1 (TT1 to TT3), is directly below the excavation outlet E (see Figure 6), to the position where the pantograph PG of the battery locomotive BL contacts the power supply trolley wire PW when the last transport trolley TT1 (TT1 to TT3), one of the multiple transport trolleys TT1 (TT1 to TT3), is directly below the excavation outlet E (see Figure 7).

This allows the battery locomotive BL's pantograph PG to be continuously connected to the power supply trolley wire PW while the battery locomotive BL is stopped and moving, from the start to the completion of loading excavated soil onto the transport trolley TT. This enables continuous charging of the battery via the power supply trolley wire PW through the pantograph PG. In other words, since the battery locomotive BL's battery can be charged while loading excavated soil onto the transport trolley TT, the battery locomotive BL's battery can always be maintained in a near-full charge state.

Furthermore, power is supplied directly from the underground wiring installed within the excavation shaft DP to the power supply trolley wire PW of the following trolley FT.

Next, an example configuration of the battery loco BL will be explained with reference to Figures 8 to 11.

Figure 8 is a plan view of an example of the battery locomotive shown in Figure 1, Figure 9 is a side view of the battery locomotive shown in Figure 8, and Figure 10 is a front view of the battery locomotive as seen from the direction indicated by arrow A in Figure 8.

As shown in Figures 8 to 10, four wheels W are rotatably mounted on the lower part of the locomotive body BLb that constitutes the battery-powered locomotive BL. The battery-powered locomotive BL is able to travel on the rail RA by the rolling of these four wheels W.

Furthermore, as shown in Figures 9 and 10, a sprocket wheel SW is rotatably mounted between the front and rear wheels W at the lower part of the locomotive body BLb. This sprocket wheel SW is configured to mesh with a pin rack rail RC positioned between a pair of rails RA. The pin rack rail RC is laid in a manner that extends along the direction of the excavation pit DP (see Figure 1, etc.).

As shown in Figures 8 and 9, the locomotive body BLb contains a motor M that rotates the wheels W and a servo driver circuit SD that controls the operation of the motor M. The motor M is, for example, a servo motor. By configuring the motor M as a servo motor in this way, the battery locomotive BL can be driven at a speed instructed by the control circuit (not shown in Figures 8 to 10) without being affected by the weight of the battery locomotive BL or the gradient of the road, allowing for safe operation of the battery locomotive BL regardless of the driver's skill level.

As shown in Figures 8 and 9, the counterweight CW, pantograph PG, battery B, and control unit CC are installed on the upper surface of the locomotive body BLb, in order from front to rear. The counterweight CW is a component used to balance the weight with the battery B.

As shown in Figures 8 to 10, the pantograph PG is a mechanism electrically connected to the power supply trolley wire PW described above, and is mounted on a mounting base MS on the upper surface of the locomotive body BLb.

The pantograph PG is equipped with a mechanism that moves the contact portion PGc of the pantograph PG upward, thereby pressing it against the power supply trolley wire PW (see Figures 1 to 5, etc.). Furthermore, the pantograph PG is equipped with a spring mechanism (not shown) or the like, which provides a biasing force that pushes the contact portion PGc upward. This ensures that the contact portion PGc of the pantograph PG makes firm contact with the power supply trolley wire PW.

As shown in Figures 8 and 9, battery B is the power source for driving the battery-powered locomotive BL and is installed on the upper surface of the locomotive body BLb in a replaceable manner. This battery B is electrically connected to various circuits and electrical equipment, such as the motor M and servo driver circuit SD mentioned above. Furthermore, battery B is electrically connected to the pantograph PG, and is charged when the contact point PGc of the pantograph PG contacts the power supply trolley wire PW.

Furthermore, in this embodiment, battery B is composed of, for example, a lithium-ion battery. While lead-acid batteries are also used for batteries, they generate hydrogen during charging, making them unsuitable for charging in a borehole. Even if the hydrogen generation problem were resolved with lead-acid batteries, increasing their capacity would increase their weight, necessitating an increase in the motor M's capacity, leading to battery depletion and thus limiting their suitability for long-distance driving.

In contrast, lithium-ion batteries do not generate hydrogen during charging, so they can be charged within the drilling pit (see Figures 1-5, etc.). Furthermore, lithium-ion batteries require less capacity than lead-acid batteries, making them suitable for long-distance driving, and they can be charged more rapidly than lead-acid batteries.

Next, Figure 11 is a schematic circuit diagram of the main components of an example of a battery-powered locomotive's charging mechanism.

The power supply trolley wire PW is electrically connected to the rectifier circuit RC through the pantograph PG of the battery locomotive BL. Here, the example illustrates the case where three-phase AC power is supplied from the power supply trolley wire PW to the pantograph PG. However, it is not limited to this; for example, DC power can also be supplied.

The rectifier circuit RC is a circuit that rectifies the three-phase AC power supplied from the pantograph PG into DC power. Battery B is electrically connected between the high-potential wiring LH and the low-potential wiring LL that constitute the output wiring L of this rectifier circuit RC, and battery B is charged by the DC power supplied from the rectifier circuit RC.

Furthermore, downstream of battery B, the servo driver circuit SD is electrically connected to the output wiring L of the rectifier circuit RC. The servo driver circuit SD is a circuit that converts DC power supplied from the rectifier circuit RC or battery B into three-phase AC power.

Motor M is electrically connected to the output of this servo driver circuit SD. Motor M is the electric motor that drives the wheels W of the battery-powered locomotive BL (see Figures 8-10), and is driven by three-phase AC power supplied from the servo driver circuit SD.

Furthermore, downstream of the servo driver circuit SD, the output wiring L of the rectifier circuit RC is electrically connected to the converter circuit CV. This converter circuit CV is a DC-DC converter circuit that converts the DC power supplied from the rectifier circuit RC or battery B into a predetermined value of DC power.

The output of this converter circuit CV is electrically connected to the control power supply circuit CP. The control power supply circuit CP is a power supply circuit that primarily supplies the DC power sent from the converter circuit CV to the control circuit MC as a control power source, and the output of the control power supply circuit CP is electrically connected to the control circuit MC.

The control circuit MC is a circuit that controls the operation of various circuits and switches. For example, the control circuit MC controls the operation of motor M so that the driving speed of battery locomotive BL remains constant regardless of the vehicle's weight or the gradient of the road, by controlling the switching operation of the servo driver circuit SD. It also controls the operation of battery locomotive BL by supplying and stopping power through circuit breaker circuits and switches (not shown) installed in the wiring.

Next, an example of a charging method for the battery locomotive BL using the battery locomotive charging mechanism CM of this embodiment will be described with reference to Figures 12 to 17.

Figures 12 to 17 are side views of key parts of the shield tunneling mechanism during the excavation process, where the battery locomotive charging mechanism shown in Figure 1 is located. In Figures 12 to 17, the coordinate X is indicated to show the relative positions of the shield tunneling machine S and the pantograph PG of the battery locomotive BL in each figure.

As shown in Figure 12, behind the shield tunneling machine S, multiple follower trolleys FT, towed by the shield tunneling machine S, are arranged in series and connected to each other on the rail RB. A power supply trolley wire PW extends from the frontmost follower trolley FT to the third follower trolley FT towards the rear. Note that coordinate Xa1 indicates the front position of the cutter head C, which constitutes the shield tunneling machine S at this stage.

First, as shown in Figure 13, the battery locomotive BL is brought into the excavation pit DP. Behind the battery locomotive BL, for example, three transport trolleys TT (TT1 to TT3) for transporting excavated soil are arranged in series, connected to each other and towed by the battery locomotive BL. In this configuration, the battery locomotive BL is powered by electricity discharged from battery B.

Next, when the last transport cart (the first to load) TT3 is positioned directly below the soil discharge port E, the battery locomotive BL stops moving.

Subsequently, the shield tunneling machine S begins its excavation. The excavated soil generated by the shield tunneling machine S is transported to the soil discharge port E via the screw conveyor SC and transport pipe CT, and loaded onto the transport trolley TT3 at the rear.

Furthermore, after the shield tunneling machine S begins excavation, the contact portion PGc (see Figures 8-10) of the pantograph PG of the battery locomotive BL is raised and pressed against the power supply trolley wire PW, electrically connecting the pantograph PG to the power supply trolley wire PW. Then, the electricity supplied from the power supply trolley wire PW through the pantograph PG is supplied to the battery B of the battery locomotive BL, thereby starting the charging of battery B. Note that coordinate Xb1 indicates the contact position between the contact portion PGc of the pantograph PG of the battery locomotive BL and the power supply trolley wire PW at this stage.

Next, as shown in Figure 14, the shield tunneling machine S stops excavating once it has advanced a predetermined distance. That is, the shield tunneling machine S stops excavating when the amount of excavated soil loaded onto the last row of transport trolleys TT3 reaches a predetermined amount. While not particularly limited, the predetermined excavation distance here is, for example, approximately 340 mm.

Next, the battery locomotive BL is moved backward, pushing the three transport carts TT (TT1 to TT3). The battery locomotive BL stops when the intermediate transport cart TT2 is positioned directly below the soil discharge port E. Note that coordinate Xb2 indicates the contact position between the contact point PGc of the battery locomotive BL's pantograph PG and the power supply trolley wire PW at this stage.

In this operation, the battery locomotive BL is operated with the contact point PGc of the pantograph PG of the battery locomotive BL in contact with the power supply trolley wire PW. That is, the battery locomotive BL is operated while the pantograph PG remains electrically connected to the power supply trolley wire PW. This allows the battery B of the battery locomotive BL to be charged even while it is running.

Furthermore, in this case, the battery-powered locomotive BL will run using power supplied from the power supply trolley wire PW, rather than power discharged from battery B.

Subsequently, the shield tunneling machine S begins its excavation. The excavated soil generated by the shield tunneling machine S is transported to the soil discharge port E via the screw conveyor SC and transport pipe CT, and loaded onto the intermediate transport trolley TT2.

Next, as shown in Figure 15, the shield tunneling machine S stops excavating once it has advanced a predetermined distance. That is, the shield tunneling machine S stops excavating when the amount of excavated soil loaded onto the intermediate transport trolley TT2 reaches a predetermined amount. While not particularly limited, the predetermined excavation distance here is, for example, approximately 340 mm, and the front position of the cutter head C of the shield tunneling machine S is approximately 680 mm from the starting coordinate Xa1.

Next, the battery locomotive BL is moved backward, pushing the three transport carts TT (TT1 to TT3) from behind. The movement of the battery locomotive BL is stopped when the frontmost transport cart (the one that has finished loading), TT1, is positioned directly below the soil discharge port E. Note that coordinate Xb3 indicates the contact position between the contact point PGc of the battery locomotive BL's pantograph PG and the power supply trolley wire PW at this stage.

In this case, as described above, the contact point PGc of the pantograph PG of the battery locomotive BL is brought into contact with the power supply trolley wire PW, and the battery locomotive BL is run while the pantograph PG is electrically connected to the power supply trolley wire PW, thereby charging the battery B of the battery locomotive BL even while it is running.

Furthermore, in this case, the battery-powered locomotive BL will run using power supplied from the power supply trolley wire PW, rather than power discharged from battery B.

Subsequently, the shield tunneling machine S begins its excavation. The excavated soil generated by the shield tunneling machine S is transported to the soil discharge port E via the screw conveyor SC and transport pipe CT, and loaded onto the transport trolley TT1 at the front.

Next, as shown in Figure 16, the shield tunneling machine S stops excavating once it has advanced a predetermined distance. That is, the shield tunneling machine S stops excavating when the amount of excavated soil loaded onto the frontmost transport trolley TT1 reaches a predetermined amount. While not particularly limited, the predetermined excavation distance here is, for example, approximately 340 mm.

Here, coordinate Xa2 indicates the front position of the cutter head C of the shield tunneling machine S at this stage, and the distance from coordinate Xa1 to coordinate Xa2 is, for example, approximately 1000 mm. The tunneling time for this shield tunneling machine S to tunnel from coordinate Xa1 to coordinate Xa2 is, for example, approximately 30 minutes, during which time the battery B of the battery locomotive BL can be charged.

Next, the pantograph PG of the battery locomotive BL is lowered, separating the contact point PGc of the pantograph PG from the power supply trolley wire PW. In other words, the energized state between the pantograph PG and the power supply trolley wire PW is released.

Subsequently, the battery-powered locomotive BL is driven backward to push the transport carts TT (TT1-TT3) loaded with excavated soil to the starting shaft. During this process, the motor B of the battery-powered locomotive BL is driven by DC power supplied from battery B, propelling the locomotive BL forward.

Furthermore, as shown in Figure 17, a new segment SGn is assembled on the inner wall surface of the excavation tunnel DP according to the standard method of shield tunneling. By repeating the above process, the charge state of battery B of the battery loco LB can be kept close to full charge at all times.

Furthermore, the replacement of battery B in the battery locomotive BL can be omitted. This significantly improves the transportation efficiency of the battery locomotive BL. Additionally, since it is unnecessary to stop the tunneling of the shield tunneling machine S for battery replacement, and the work associated with the construction of the excavated tunnel DP by the shield tunneling machine S is reduced, the construction period can be prevented from being prolonged.

Furthermore, since there is no need to install chargers or spare batteries in the launch shaft or passing points, and there is no need to increase the capacity of battery B in the battery locomotive BL, the cost of battery B in the battery locomotive BL can be reduced. Therefore, the construction cost of the excavated tunnel DP using the shield tunneling machine S can be reduced.

Furthermore, since the spare battery can be eliminated, maintenance and management of the battery-powered locomotive charging mechanism (CM) can be simplified.

Furthermore, the battery B of the battery locomotive BL can be charged regardless of the excavation distance, diameter, or shaft size of the borehole. In other words, it can be widely applied to various situations, such as longer borehole distances or larger diameters.

The above explanation describes the application of the present invention to a mud pressure balance shield tunneling machine, but it is also possible to apply the present invention to a slurry shield tunneling machine. In the slurry shield method, compared to the mud pressure balance shield method, the number of trailing trolleys is larger, and the length from the leading trailing trolley to the last trailing trolley becomes considerably longer. By installing power supply trolley wires extending from the leading trolley to a predetermined number of trailing trolleys, or to the last trolley, it becomes possible to charge the battery locomotive, including the unloading time for segments, etc.

The invention made by the present inventors has been specifically described above based on embodiments. However, the embodiments disclosed herein are illustrative in all respects and are not limited to the disclosed technology. That is, the technical scope of the present invention should not be interpreted restrictively based on the description of the embodiments above, but rather in accordance with the claims, and includes all equivalent technologies to those described in the claims and all modifications that do not depart from the essence of the claims.

In the above embodiment, an example was given of a follower bogie having bogie body sections on both sides in the width direction of the battery locomotive. However, the invention is not limited to this. For example, as shown in Figure 18, a follower bogie FT may be used that has bogie body sections FTs on only one side in the width direction of the battery locomotive BL, and a roof section FTt that extends from the top of the bogie body sections FTs in a cantilevered manner to cover the battery locomotive BL.

Furthermore, while the above embodiment illustrates a case where a pantograph is provided on the upper surface of the battery locomotive and a power supply trolley wire is provided on the roof portion of the trailing bogie opposite the pantograph, the invention is not limited to this configuration. For example, a pantograph may be provided on the side of the battery locomotive, and a power supply trolley wire may be provided on the side of the trailing bogie opposite the pantograph.

The above description illustrates the application of the present invention to a shield tunneling machine, but the present invention can also be applied to tunnel boring machines and the like.

CM Battery Loco Charging Mechanism BL Battery Loco BLb Loco Body PG Pantograph (Current Collector)
PGc Contact B Battery SD Servo Driver Circuit M Motor RC Rectifier Circuit L Output Wiring LH High Potential Output Wiring LL Low Potential Output Wiring CV Converter Circuit CP Control Power Supply Circuit MC Control Circuit CW Counterweight CC Operation Unit W Wheel SW Sprocket Wheel TT Transport Cart TT1 Transport Cart (Transport Cart after Loading)
TT2 Transport cart TT3 Transport cart (transport cart used for initial loading)
S Shield tunneling machine FT Following carriage FTs Carrier body FTt Roof PW Power supply trolley wire DP Excavation shaft RA, RB Rail RC Pin rack rail F Face SG, SGn Segment

Claims (4)

A method for charging a battery locomotive, characterized by charging the battery by electrically connecting the current collector provided on the battery locomotive, which moves multiple transport trolleys within an excavated tunnel constructed by a shield tunneling machine, to a power supply trolley wire provided on a trailing trolley towed behind the shield tunneling machine, extending along the tunneling direction of the shield tunneling machine. The aforementioned shield tunneling machine is a mud pressure balance shield tunneling machine,
A method for charging a battery locomotive according to claim 1, characterized in that a plurality of transport trolleys are sequentially moved by the battery locomotive directly below the soil discharge port for discharging excavated soil excavated by the shield tunneling machine, and the excavated soil discharged from the soil discharge port is sequentially loaded onto the plurality of transport trolleys, while the current collection unit of the battery locomotive is electrically connected to the power supply trolley wire of the following trolley, thereby continuously charging the battery. The aforementioned transport trolleys are connected in multiple units along the excavation direction of the shield tunneling machine and are trolleys that load excavated soil discharged from the soil discharge port provided on the trailing trolleys.
The charging method for a battery locomotive according to claim 2, characterized in that the power supply trolley wire is provided in a state that extends from a position where the current collector contacts the power supply trolley wire when the first transport trolley among the multiple transport trolleys to be loaded is directly below the soil discharge port, to a position where the current collector contacts the power supply trolley wire when the last transport trolley among the multiple transport trolleys to be loaded is directly below the soil discharge port. The charging method for a battery-powered locomotive according to any one of claims 1 to 3, characterized in that the battery is a lithium-ion rechargeable battery.