CN1297463C - Movable body system - Google Patents

Abstract

The present invention relates to a moving body system which is characterized in that a power supply component is arranged on a guide rail, and a part of the power supply component is arranged on a component which is supported by the guide rail or a guide rail bracket which is used for supporting the guide rail; in addition, under the condition of observing in a traveling direction of a moving body, an external end on the moving body side of a primary transformer is nearer the moving body side than an external end of a secondary transformer. A power supply device is arranged at a proper position of the moving body system, and the moving body system has the proper primary transformer and the secondary transformer.

Description

mobile system

technical field

The invention relates to a moving body system which is guided to move by a guide rail, in particular, the invention relates to a power supply aspect of the moving body system.

Background technique

For example, JP-A-57-121568 and JP-A-5-294568 disclose conventional mobile body systems using guide rails.

In the prior art described in JP-A-57-121568, an inverter and a charger are loaded on the primary side of a linear motor on a counterweight. In this charger, when the counterweight is stopped at the bottom position, the straddle connector is connected to the main power system, thereby realizing power supply.

In addition, in the prior art described in JP-A-5-294568, when the elevator car reaches the stop floor, power can be supplied to the elevator car without contact.

In addition, the field of mobile body systems using guide rails is not the same. In the prior art described in JP-A-11-285156 and JP-A-8-37121, electric vehicles and electric shavers are described. An example of a power supply method using non-contact power supply in In the prior art described in JP-A-11-285156, the size of the device can be reduced by improving the shape of the core. In addition, the prior art described in JP-A-8-37121 prevents a decrease in the transformer coupling ratio by improving the winding position of the coil.

However, in the prior art described in JP-A-57-121568 and JP-A-5-294568, the specific installation position of the power supply device is not considered at all.

In addition, the prior art described in JP-A-11-285156 and JP-A-8-37121 has a structure with a high transformer coupling ratio. However, no consideration has been given to the problem of interleaving of primary transformers and secondary transformers that would inevitably occur when applied to a moving body that moves along guide rails such as an elevator.

Contents of the invention

A first object of the present invention is to provide a rail-guided mobile body system in which a power supply device is provided at an appropriate position.

A second object of the present invention is to provide a moving body system that moves along a guide rail, the moving body system having suitable primary transformers and secondary transformers.

In order to achieve the above-mentioned first object, the mobile body system of the present invention is characterized in that: it has: a mobile body; a guide rail guiding the movement of the mobile body; a power supply element arranged on the building side; a charger for supplying power from the power supply element; a power receiving element provided on the mobile body and receiving power through the power supply element; and a battery provided on the mobile body and receiving power through the power receiving element,

The power supply element is arranged on the guide rail, and a part of the power supply element is arranged on a member supported on the guide rail or a rail bracket supporting the guide rail.

In addition, in order to achieve the above-mentioned second object, the moving body system of the present invention is characterized in that it has: a moving body; a guide rail for guiding the movement of the moving body; A power supply mechanism that supplies power from a transformer; a secondary transformer for non-contact power reception that is installed on the mobile body and receives power through the primary transformer; and a battery that is installed on the mobile body and receives power through the secondary transformer ,

When viewed along the traveling direction of the moving body, the outer end of the primary transformer on the moving body side is closer to the moving body side than the outer end of the secondary transformer.

Description of drawings

FIG. 1 is a configuration diagram showing a mobile body system according to Embodiment 1 of the present invention.

FIG. 2 is a schematic diagram showing an example of installation of another power supply element.

FIG. 3 is a diagram showing another power supply method, showing a waveform diagram of a DC reactor (reactor) current in the charge and discharge control device shown in FIG. 2 .

Fig. 4 is a schematic diagram showing an example in which the structure shown in Fig. 1 is applied to an elevator.

FIG. 5 is a schematic diagram showing an application example of the example shown in FIG. 4 .

Fig. 6 is a detailed schematic diagram showing a car of an elevator and a waiting side door viewed from the hoistway side.

FIG. 7 is an enlarged view showing a portion of the power receiving element 201B in FIG. 6( a ).

FIG. 8 is an enlarged view showing portions of the power receiving element 205B and the power feeding element 205A in FIG. 6 .

FIG. 9 is an enlarged view showing portions of the power receiving element 202B and the power feeding element 202A shown in FIG. 6 .

FIG. 10 is an enlarged view showing portions of the power receiving element 203B and the power feeding element 203A in FIG. 6 .

FIG. 11 is an enlarged view showing a portion of the power receiving element 204B in FIG. 6 .

FIG. 12 is an enlarged view showing portions of the power receiving element 206B and the power feeding element 206A in FIG. 6 .

FIG. 13 is an enlarged view showing a portion of the power receiving element 207B in FIG. 6 .

FIG. 14 is an enlarged view showing part of the matching plate 105 and the matching roller 112 .

FIG. 15 is a schematic diagram showing an example in which the power receiving element 208B and the power feeding element 208A are mounted on the matching plate 105 and the matching roller 112 of FIG. 14 .

Fig. 16 is a schematic diagram showing a car and a part of a waiting side door viewed from the hoistway side in an elevator in which the door opening and closing operation is different from that of the example in Fig. 6 .

FIG. 17 is an enlarged view showing part of the fitting plate 121 and the fitting device 122 of FIG. 16 .

FIG. 18 is a schematic diagram showing an example in which the moving body side power receiving element 209B and the charger side power feeding element 209A are respectively attached to the engaging plate 121 and the engaging device 122 of FIG. 17 .

FIG. 19 is a plan view showing the charger-side transformer 1A and the moving body-side transformer 1B when power is supplied from above.

FIG. 20 is a cross-sectional view showing the charger-side transformer 1A0.

21 to 24 are schematic diagrams showing various embodiments of transformers.

Fig. 25 is a comparison diagram showing coupling ratios when the coil shape and coil position are changed in the same CI type transformer.

FIG. 26 is a schematic diagram showing an example of a transformer in the case where the aspect ratio of the coil is 1 or less.

FIG. 27 is a plan view showing a guide plate 8 viewed from above.

Fig. 28 is an explanatory diagram of a guide block.

FIG. 29 is a side view showing the charger-side transformer 1A0.

FIG. 30 is a side view showing the moving body side transformer 1B0.

Fig. 31 is a comparative diagram showing the arrangement of transformers.

FIG. 32 is a schematic diagram showing an example of changing the installation position of a CI-shaped transformer.

Detailed ways

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

Fig. 1 shows Embodiment 1 of the present invention.

1A represents the power supply element on the charger side, 1B represents the power receiving element on the mobile body side, 3 represents the mobile body, 4 represents the charger, 51 represents the rectifier, 52 represents the battery, 53 represents the frequency converter, 6 represents the guide rail, 7 represents the guide rail bracket, 8 represents a guide plate, and 10 represents an insulator. The moving body side power receiving element 1B, the rectifier 51 , the battery 52 , and the inverter 53 are installed on the moving body 3 .

The mobile body 3 represents an elevator car, an elevator counterweight, a cable car car, an automatic conveyor, and the like. When the moving body 3 is a car of an elevator or a car of a cable car, the objects of power supply are indoor lighting, door motors, indoor buttons, and the like. When the moving body is a counterweight, the object of power supply is the driving motor of the elevator driven by the counterweight. In addition, when the mobile body 3 is an automatic conveyor, the object of power supply is a drive motor. In addition, Embodiment 1 assumes a plurality of vehicles (hulti-car), and there are multiple vehicles 3 , but of course, the number of vehicles may be one.

The charger 4 is installed on the liftway wall, and converts electric power supplied from an industrial power supply (not shown) into direct current or high frequency of tens to hundreds of kHz, and supplies it to the charger-side power supply element 1A. The method of feeding power from the charger side power feeding element 1A to the mobile body side power receiving element 1B is contact power feeding in which conductors are in direct contact with each other, non-contact power feeding using magnetic coupling, non-contact power feeding using microwaves, or using solar cells. Power is supplied by contactless power supply. The electric power transmitted to the moving body side power receiving element 1B is converted into direct current by a rectifier 51 and stored in a battery 52 . (When the electric power supplied is direct current, the rectifier 51 may be omitted.) The electric power stored in the battery is supplied to the mobile body through the inverter.

Power is supplied when the mobile body 3 is stopped at a position with a door on the building side, that is, a position other than power supply, or at a position dedicated to power supply, and the charger side power supply element 1A is opposed to the mobile body side power reception element 1B. . Power is not applied when not opposite. Thereby, there is an energy-saving effect, and it is possible to prevent deterioration caused by sparks generated during contact power supply or adverse effects caused by electromagnetic force generated during non-contact power supply.

Next, in Example 1 shown in FIG. 1 , the installation positions of the charger-side power supply element 1A and the mobile body-side power reception element 1B will be described.

For example, when the power supply method is non-contact power supply, when the installation of the charger-side power supply element 1A or the positional accuracy of the movement guidance of the mobile body-side power receiving element 1B is low, there is a concern that the charger-side power supply element 1A will be disconnected from the mobile body side. The power receiving element 1B collides with each other and may be damaged. In order to prevent this, if the width of the gap between the charger-side power supply element 1A and the mobile body-side power reception element 1B is widened, the coupling rate (power transmission efficiency) will significantly decrease. (This will be described in detail later.) In addition, when the power supply method is contact power supply, if the position accuracy is low, there may be a risk of poor contact or accelerated corrosion due to tight contact beyond the required amount. Therefore, the placement of the charger-side power supply element 1A and the mobile body-side power reception element 1B must have high precision.

In FIG. 1 , the guide rail 6 is a guide rail for guiding the movement of the mobile body 3 , and is fixed on the lifting road by a guide rail bracket 7 . In the elevator system, in order to suppress the shaking, the installation of the guide rail must be installed so that the unevenness accuracy is less than 1mm per 1m of length. The guide rail bracket 7 plays the function of a supporting seat that satisfies the above conditions and fixes the guide rail on the lifting road. On the other hand, the wall surface of the hoistway has low surface flatness accuracy due to unevenness of the concrete and unevenness of the concrete joint. That is, the flatness accuracy of the guide rail 6 and the guide rail bracket 7 is extremely high compared with the hoistway wall surface.

In Embodiment 1, the charger-side power supply element 1A is fixed on the charger-side power supply element fixing support 9 connected to the guide rail 6 . This takes advantage of the high precision nature of the rails. With this structure, compared with the case where the charger side power supply element 1A is directly fixed on the wall of the building side liftway where it is difficult to ensure high positional accuracy, the positions of the power supply element and power reception element at the time of power supply can be deviated (installed). distorted) very small. In addition, although the charger-side power supply element 1A is fixed on the charger-side power supply element fixing support 9 in Embodiment 1, the same effect can be obtained even if it is directly mounted on the guide rail. In addition, as shown in FIG. 2, the charger side power supply element 1A is directly connected to the guide rail bracket 7. Similar to the case of FIG. 1, position deviation during power supply can be suppressed, and there are other effects of reducing the number of components. . Furthermore, as shown in FIG. 3 , the electric current may flow directly on the guide rail, and the electric current may be received by the moving body side power receiving element 1B made of a conductor. FIG. 3 uses the contact power supply method as an example for illustration, however, the method in which the current flows directly on the guide rail can also be used in the non-contact power supply method. Since the guide rail can also be used as the electric wire for power supply, the number of parts can be greatly reduced, and it also has the effect of reducing the area of the hoistway.

In Embodiment 1, the installation position of the charger-side power supply element 1A can be not only at the middle part of the guide rail 6, but also at its end. This effect will be described using an elevator as an example with reference to FIG. 4 . It is assumed that there are two situations when the elevator passes through and stops in the middle of the guide rail. When passing, the speed reaches a maximum of tens of m/min to hundreds of m/min, and the speed when stopping is extremely slow. On the other hand, at the end of the guide rail (topmost floor, bottommost floor) where it is impossible to pass at high speed, the speed when the charger-side power supply element 1A faces the not-shown mobile body-side power reception element 1B is usually slow. Therefore, compared with the case where the charger-side power feeding element 1A is provided in the middle of the guide rail, it is easier to take countermeasures against positional deviation. That is, when installed in the middle of the guide rail, the charger-side power supply element 1A may come into contact with the mobile body-side power receiving element 1B violently, which may cause damage. Therefore, countermeasures against positional deviation must be considered. In this case, it is impossible to generate intense contact by itself, so it is easy to implement countermeasures for positional deviation.

5 shows the application example of FIG. 4 , and is an example in which the charger-side power supply element 1A is installed on the roof and the pit, and the mobile body-side power receiving element 1B is installed on the top and bottom of the mobile body 3 . Even in the case of FIG. 5 , the same effect as that of FIG. 4 can be obtained, and the effect of reducing the area of the liftway can also be obtained. In addition, there is a member supporting the guide rail on the top part and the pit part, (there is also a case where the guide rail itself is bent and fixed on the top part and the pit part.) By installing the charger-side power supply element 1A on the member part , compared with setting on the concrete surface, it has the effect of increasing stability and further suppressing positional deviation. In addition, in the case where the power supply method is contact power supply, by providing a cushion (such as a spring) between the charger side power supply element 1A and the member, it has Even when the power receiving element 1B comes into contact violently, it can prevent damage.

Next, in Embodiment 1 of FIG. 1 , the installation method of the charger-side power feeding element 1A in the case where the moving body 3 is an elevator car will be described in detail. Figure 6(a) and (b) are the detailed schematic diagrams of the car of the elevator and the waiting side door viewed from the side of the elevator road, 3A represents the car of the elevator, 101 represents the door motor, and 102 represents the hanger case , 103 represents the pulley, 104 represents the car side door hanger, 105 represents the matching plate, 106 represents the car side door, 107 represents the car side door frame, 108 represents the support fixed on the car side door frame 107, and 109 represents the car side Threshold, 110 represents the baffle (apron), 111 represents the hanger of the waiting side door, 112 represents the matching roller, 113 represents the waiting side door, 114 represents the elevator door frame (three-way frame), and 115 represents the support fixed on the elevator door frame 114 116 represents the waiting side threshold, 117 represents a door guard, and 118 represents a position detector. In addition, 201B denotes a moving body side power receiving element mounted on the elevator car 3A, 202B denotes a moving body side power receiving element mounted on the car side door 106, and 203B denotes a moving body side mounted on the car side door frame 107. Side power receiving element, 204B represents the mobile body side power receiving element installed on the support member 108, 205B represents the mobile body side power receiving element installed on the car side door sill 109, 206B represents the mobile body side power receiving element installed on the baffle plate 110 207B represents the mobile body side power receiving element installed on the position detector 118, 201A represents the charger side power supply element installed on the waiting side, and 202A represents the charger side receiving element installed on the waiting side door 113. Electric components, 203A represents the charger side power receiving component installed on the elevator door frame 114, 204A represents the charger side power supply component installed on the support 115, 205A represents the charger side power receiving component installed on the waiting side threshold 116 A component, 206A, denotes a charger-side power supply component mounted on the door guard plate 117 .

In the elevator, the power of the door motor 101 located on the top or inside of the suspension frame 102 is transmitted to the car side door hanger 104, matching plate 105, and car side door 106 through the pulley 103, thereby opening and closing the doors. When the car 3A of the elevator is stationary and the car side door and the waiting side door face each other, the engaging roller 112 is inserted into the middle portion of the engaging plate 105 . In this state, the mating plate 105 is moved by the power of the door motor, thus, the mating roller 112 is in the state of being stuck on the mating plate 105, and the waiting side door hanger 111 and the waiting side door 113 can be opened and closed. Since the elevator door frame 114 is fitted into the elevator doorway on the waiting side, it can protect the upper part and the three wall surfaces on the left and right. The car-side sill 109 and the passenger-side sill 116 are sills provided with grooves for guiding the opening and closing of the doors. In the elevator, the height difference between the car side threshold 109 and the waiting side threshold 116 is controlled within ±5mm. The baffle plate 110 and the door guard plate 117 are metal plates provided to prevent the elevator car from falling into the hoistway when the elevator car 3A abnormally stops at a position other than the normal rest position. The position detector 118 is a position detector for detecting the position of the car 3A of the elevator.

When the car side door 106 is opposite to the passenger side door 113, the charger side power supply element 201A and the moving body side power receiving element 201B, and the charger side power supply element 202A and the moving body side power receiving element 202B, and the charger The side power feeding element 203A and the moving body side power receiving element 203B, and the charger side power feeding element 204A and the moving body side power receiving element 204B, and the charger side power feeding element 205A and the moving body side power receiving element 205B, and charging Both the power supply element 206A on the device side and the power receiving element 206B on the moving body side correspond to each other. Each will be described in detail below.

FIG. 7 is an enlarged view showing a portion of the mobile body side power receiving element 201B mounted on the elevator car 3A of FIG. 6( a ). Fig. 7(a) is a schematic diagram showing the case of contact power supply, where the moving body side power receiving element (electrode made of a conductor) is embedded in the car wall. When the elevator car stops at a certain floor, the moving body side power receiving element 201B on the car side comes into contact with a charger side power feeding element (not shown) installed on the waiting side to supply power. FIG. 7( b ) is a schematic diagram showing a case where non-contact power feeding is performed by magnetic coupling, and the moving body side power receiving element (non-contact power feeding transformer) 201B is embedded in the car wall. When the car of the elevator stops at a certain floor, the moving body side power receiving element (car side non-contact power supply transformer) 201B on the car side and the charger side power supply element (charger side) installed on the waiting side (not shown) side non-contact power supply transformer) and supply power through magnetic coupling. In the case of non-contact power supply, there is an advantage that there is no problem of deterioration or damage due to contact. FIG. 7( c ) is a schematic diagram showing a case where a microwave is used for non-contact power supply, and the moving body side power receiving element (microwave power receiving device) 201B is embedded in the car wall. In this case, when the elevator car stops at a certain floor, the moving body side power receiving device (microwave power receiving device) 201B on the car side and the charger side power feeding device (not shown) installed on the waiting side are connected to each other. (Microwave power supply device) relative, and power supply. FIG. 7( d ) is a schematic diagram showing a case where a solar cell is used for non-contact power supply, and the moving body side power receiving element (solar cell panel) 201B is embedded in the car wall. When the elevator car stops at a certain floor, the charger-side power supply element (light source) 201A installed on the building side emits light, and generates power in the car-side mobile body-side power receiving element (solar battery panel) 201B.

In FIGS. 7( a ) to ( d ), examples are shown in which the moving body side power receiving element 201B is embedded in the car wall, but it may also be attached to the car wall. In addition, the moving body side power receiving element 201B can also be installed on the top surface or the bottom surface. In addition, the rectifier 51 connected to the moving body side power receiving element 201B can be installed on the upper side of the car, the lower side of the car, the wall of the car, or the door. Any place that can move together with the car of the elevator, such as inside.

Fig. 7(e) shows an example in which the power supply operation is actively performed using the driving force of the door motor. The power of the door motor operates the movable body side power receiving element 201B through the pulley 113 and the pulley 119 for power receiving element. In particular, when the door is open, compared with when the door is closed, the mobile body side power receiving element 201B operates protrudingly, so that reliable contact can be achieved in the case of contact power supply. In addition, in the case of non-contact power supply, the gap width between transformers (or between microwave power receiving devices or between solar cells and light sources) can be narrowed, so the transmission efficiency has been greatly improved. In addition, since a new power source is not required by using the door motor, there is another effect that it can be constructed at low cost.

Fig. 8 shows that in the state before the elevator car of Fig. 6 (a), (b) is opposite to the waiting side, the mobile body side power receiving element 205B part installed on the car side threshold 109, and installed on An enlarged view of the portion of the charger-side power supply element 205A on the passenger-side sill 116 . Fig. 8 (a) is a schematic diagram showing the situation of contact power supply, and the moving body side power receiving element (electrode made of conductor) 205B and the charger side power supply element are respectively installed on the car side threshold 109 and the waiting side threshold 116. (Electrode made of conductor) 205A. When the elevator car stops at a certain floor and the car-side sill 109 faces the passenger-side sill 116 , the charger-side power supply element 205A contacts the mobile body-side power-receiving element 205B to supply power.

FIG. 8( b ) is a schematic diagram showing a case where contactless power supply is performed by magnetic coupling. When the car of the elevator is at rest on a certain floor, the charger side power supply element (charger side non-contact power supply transformer) 205A is opposite to the car side mobile body side power receiving element (car side non-contact power supply transformer) 205B, Power is supplied via magnetic coupling. The height difference of the sill portion at rest is controlled within ±5mm, so power can be supplied with high precision. The installation position of the charger 4 that supplies power to the charger-side power supply element 205a can be installed at any position on the waiting side as long as it does not hinder the passage of the elevator car. In addition, the rectifier 51 connected to the power receiving element 205B on the moving body side can be installed in any place where the car can move together with the elevator car, such as above the car, below the car, on the wall of the car, inside the door, or the like. In addition, although not shown in the drawing, as shown in Fig. 7(c) and (d), power supply may be performed by non-contact power supply using microwaves or non-contact power supply using solar cells. In addition, as shown in FIG. 7( e ), a method of supplying power using the driving force of the door motor may also be used.

Fig. 9 shows that in the state before the elevator car of Fig. 6 (a), (b) is opposite to the waiting side, the part of the mobile body side power receiving element 202B installed on the car side door 106, and the part installed on the waiting side An enlarged view of the part of the charger side power supply element 202A on the side door 113 . Fig. 9 (a) is the schematic diagram showing the situation of contact power supply, on the car side door 106, on the waiting side door 113, the mobile body side power receiving element (electrode made of conductor) 202B, the charger side power supply element (conductor Made electrode) 202A. When the elevator car stops at a certain floor and the car side door 106 faces the passenger side door 113, the power supply element 202A on the charger side contacts the power receiving element 202B on the moving body side to supply power.

FIG. 9( b ) is a schematic diagram showing a case where contactless power supply is performed by magnetic coupling. When the car of the elevator is at rest on a certain floor, the charger side power supply element (charger side non-contact power supply transformer) 202A is opposite to the car side mobile body side power receiving element (car side non-contact power supply transformer) 202B, Power is supplied via magnetic coupling. The door portion is connected to the sill portion ensuring positional accuracy, and thus has higher positional accuracy than the case where the charger-side power supply element 202A is provided on the hoistway wall surface. In addition, when a building is generally built, the wall of the liftway is constructed by a construction company. Therefore, it is extremely difficult for elevator manufacturers to drill holes and perform high-precision installation. In this regard, the door part can be processed by the elevator manufacturer, and the positional accuracy can be improved relatively easily. The installation position of the charger 4 that supplies power to the charger-side power supply element 202A may be any position on the waiting side as long as it does not hinder the passage of the elevator car. In addition, the rectifier 51 connected to the power receiving element 202B on the moving body side can be installed in any place where the car can move together with the elevator car, such as above the car, below the car, on the wall of the car, inside the door, or the like. In addition, although not shown in the figure, as shown in Fig. 7(c) and (d), power supply may be performed by non-contact power supply using microwaves or non-contact power supply using solar cells. In addition, as shown in FIG. 7( e ), a method of supplying power using the driving force of the door motor may also be used.

Fig. 10 shows that in the state before the elevator car of Fig. 6 (a), (b) faces the waiting side, the mobile body side power receiving element 203B part installed on the car side door frame 107, and installed on the An enlarged view of part of the charger-side power supply element 203A on the elevator door frame 114 . Fig. 10 (a) is a schematic diagram showing the situation of contact power supply, on the car side door frame 107, the elevator door frame 114, the mobile body side power receiving element (electrode made of conductor) 203B, the charger side power supply element (conductor Made electrode) 203A. When the elevator car stops at a certain floor and the car-side door frame 107 faces the elevator door frame 114, the charger-side power supply element 203A contacts the mobile body-side power reception element 203B to supply power. FIG. 10( b ) is a schematic diagram showing a case where contactless power supply is performed by magnetic coupling. When the car of the elevator is at rest on a certain floor, the charger side power supply element (charger side non-contact power supply transformer) 203A is opposite to the car side mobile body side power receiving element (car side non-contact power supply transformer) 203B, And powered by magnetic coupling. The car-side door frame 107 and the elevator door frame 114 are connected to the threshold portion ensuring positional accuracy, so the positional accuracy is higher than when the charger-side power supply element 203A is installed on the hoistway wall. In addition, as with the door portion in Fig. 8, it can be processed by the elevator manufacturer, so the positional accuracy can be improved relatively easily. The installation position of the charger 4 that supplies power to the charger-side power supply element 203A may be any position on the waiting side as long as it does not hinder the passage of the elevator car. In addition, the rectifier 51 connected to the moving body side power receiving element 203B can be installed in any place where the car can move together with the elevator car, such as above the car, below the car, on the wall of the car, inside the door, or the like. In addition, although not shown in the figure, as shown in Fig. 7(c) and (d), power supply may be performed by non-contact power supply using microwaves or non-contact power supply using solar cells. In addition, as shown in FIG. 7( e ), a method of supplying power using the driving force of the door motor may also be used.

FIG. 11 is an enlarged view showing a portion of the moving body side power receiving element 204B attached to the support member 108 fixed to the car side door frame 107 . FIG. 11( a ) is a schematic diagram showing the case of contact power supply, and the mobile body side power receiving element (electrode made of a conductor) 204B is provided on the support 108 . When the elevator car is at rest on a certain floor, the moving body side power receiving element 204B contacts the charger side power supply element 204A mounted on the support member 115 fixed to the elevator door frame (not shown) to supply power. FIG. 11( b ) is a schematic diagram showing a case where contactless power supply is performed by magnetic coupling. When the car of the elevator is at rest on a certain floor, the moving body side power receiving element (car side non-contact power supply transformer) 204B on the car side and the charging device installed on the support member 115 fixed on the elevator door frame (not shown) The device-side power supply element (charger-side non-contact power supply transformer) 204A faces each other, and supplies power through magnetic coupling. The door frame on the side of the car and the door frame of the elevator are connected to the sill portion that ensures positional accuracy. Therefore, the positional accuracy can be improved by using supports fixed to the door frame of the elevator, etc. In addition, as with the door portion in Fig. 8, it can be processed by the elevator manufacturer, so the positional accuracy can be improved relatively easily. In addition, the rectifier 51 connected to the moving body side power receiving element 204B can be installed in any place where the car can move together with the elevator car, such as above the car, below the car, on the wall of the car, inside the door, or the like. In addition, although not shown in the figure, as shown in Fig. 7(c) and (d), power supply may be performed by non-contact power supply using microwaves or non-contact power supply using solar cells.

Fig. 12 shows that in the state before the elevator car of Fig. 6 (a) and (b) is opposite to the waiting side, the part of the mobile body side power receiving element 206B installed on the baffle plate 110, and the part installed on the door guard An enlarged view of a part of the charger side power supply element 206A on the board 117 .

The moving body side power receiving element 206B and the charger side power feeding element 206A are installed in small openings provided on the fender and the door guard so that their original functions are not impaired.

Fig. 12 (a) is a schematic diagram showing the situation of contact power supply, on the baffle plate 110 and the door guard plate 117, the mobile body side power receiving element (electrode made of conductor) 206B, the charger side power supply element (conductor into the electrode) 206A. When the elevator car stops on a certain floor and the barrier 110 faces the door guard 117, the charger side power supply element 206A contacts the mobile body side power reception element 206B to supply power.

FIG. 12( b ) is a schematic diagram showing a case where non-contact power supply is performed by magnetic coupling. When the car of the elevator is at rest on a certain floor, the charger side power supply element (charger side non-contact power supply transformer) 206A is opposite to the car side mobile body side power receiving element (car side non-contact power supply transformer) 206B, Power is supplied via magnetic coupling. The baffle and the door guard are connected to the sill portion that ensures positional accuracy, and therefore, the positional accuracy is higher than that in the case where the charger-side power supply element 206A is provided on the hoistway wall. In addition, as with the door portion in Fig. 8, it can be processed by the elevator manufacturer, so the positional accuracy can be improved relatively easily. The installation position of the charger 4 that supplies power to the charger-side power supply element 206A may be any position on the waiting side as long as it does not hinder the passage of the elevator car. In addition, the rectifier 51 connected to the moving body side power receiving element 206B can be installed in any place where the car can move together with the elevator car, such as above the car, below the car, on the wall of the car, inside the door, or the like. In addition, although not shown in the figure, as shown in Fig. 7(c) and (d), power supply may be performed by non-contact power supply using microwaves or non-contact power supply using solar cells. In addition, as shown in FIG. 7( e ), a method of supplying power using the driving force of the door motor may also be used.

FIG. 13 is an enlarged view showing the position detector 118 and the mobile body side power receiving element 207B mounted on the position detector. The position detector 118 is a device for detecting the position of the moving body, and when it reaches the position of the shielding plate 120 installed in the liftway, the guide switch is turned OFF and an arrival command is issued. The adjustment of the position detector 118 and the shielding plate 120 is set so that the position error is less than several mm. Therefore, as shown in FIG. 13, the moving body side power receiving element 207B is fixed to the position detector 118, and the charger side power feeding element 207A is fixed to the shielding plate 120, whereby the positions of the power feeding element and the power receiving element The error is reduced, and high-precision power supply can be performed. As the power supply method, either contact power supply or non-contact power supply may be used.

Fig. 14 is an enlarged view showing parts of the engaging plate 105 and the engaging roller 112 when the car side door and the waiting side door face each other. Fig. 14(a) is a front view, and Fig. 14(b) is a plan view. In the relative situation of the doors, as shown in Figure 14, the cooperating roller 112 installed on the waiting side door is inserted into the cooperating plate 105 installed on the car side door. In this state, the engagement plate 105 is moved by the power of a door motor (not shown), whereby the waiting side door can be opened and closed as the car side door is driven. Fig. 14 shows that the mating plate 105 and the mating roller 112 are made of conductors, and the mating roller 112 connected to the charger is in contact with the mating plate 105 connected to the rectifier on the side of the car, thereby, from the waiting side A structure that supplies power to the car side of the elevator. In the structure of FIG. 14, the positional accuracy is extremely high, and since no electrodes etc. are used, there are effects of miniaturization and cost reduction.

FIG. 15 is a schematic view showing an example in which the moving body side power receiving element 208B and the charger side power feeding element 208A are respectively mounted on the engaging plate 105 and the engaging roller 112 of FIG. 14 . In this method, as in FIG. 14 , positional accuracy at the time of power supply is extremely high, and an effect is achieved by a simple structure that only needs to attach low-cost electrodes to conventionally used mating plates and mating rollers.

Fig. 16 is a schematic view showing an example of a car and a waiting side door viewed from the hoistway side in an elevator in which the door opening and closing operation is different from that of the example in Fig. 6 .

Fig. 6 shows an example of driving the door portion by a linkage rope (rope), and Fig. 16 shows an example of an elevator in which the door is opened and closed by a lever. Figure 16 (a), (b) is respectively the detailed schematic view of the car of the elevator and the part of the waiting side door observed from the lifting road side, 121 represents the matching plate, 122 represents the matching device, 123 represents the auxiliary lever, 124 represents the door motor, 125 Indicates a pulley. Cooperating plate 121, coordinating device 122 are respectively installed on the waiting side door and the car side door.

The opening and closing operation of the door in the case of FIG. 16 is carried out by transmitting the power of the door motor 124 to the matching device via the pulley 125 and the auxiliary lever 123 . When the waiting side door and the car side door were opposite, the coordinating device 122 was hung on the matching plate 121, so that the boarding place side door switch could be made along with the driving of the car side door.

Fig. 17 is an enlarged view showing parts of the engaging plate 121 and the engaging device 122 in the case where the car side door and the waiting side door are opposite in Fig. 16 . Fig. 17(a) is a front view, and Fig. 17(b) is a plan view. The structure of the example of Figure 17 is that the matching plate 121 and the matching device 122 are made of conductors, and the matching device 122 connected to the charger is in contact with the matching plate 121 connected to the rectifier. Power supply on the box side. In the structure of FIG. 17, the positional accuracy is extremely high, and since no electrodes etc. are used, there are effects of miniaturization and cost reduction.

FIG. 18 is a schematic diagram showing an example in which the moving body side power receiving element 209B and the charger side power feeding element 209A are respectively attached to the engaging plate 121 and the engaging device 122 of FIG. 17 . In this method, it is possible to have a simple structure in which low-cost electrodes are only mounted on conventionally used mating plates and mating rollers, and, as in FIG. 17 , positional accuracy at the time of power supply is extremely high.

In addition, in FIG. 16 , the method of mounting the power receiving element on the moving body side and the power feeding element on the charger side has the same configuration as the example in FIG. 6 except for the engaging plate 121 and the engaging device 122 .

Next, with regard to Embodiment 1 in FIG. 1 , the charger-side power feeding element 1A and the mobile body-side power receiving element 1B in the case where the power feeding method is non-contact power feeding using magnetic coupling will be described in detail. In this case, the charger-side power supply element 1A and the mobile body-side power reception element 1B use a transformer for non-contact power supply. In contactless power supply transformers, low coupling ratio is a problem. Here, the coupling ratio refers to the ratio of the power supplied from the charger to the rectifier 51 , and the improvement of the coupling ratio can reduce the size of the charger 4 and reduce the leakage of magnetic flux.

The transformer for non-contact power supply will be described using FIG. 19 and FIG. 20 .

In the following description, the charger-side transformer 1A0 corresponds to the charger-side power feeding element 1A in FIG. 1 , and the moving body-side transformer 1B0 corresponds to the moving body-side power receiving element 1B.

19 is a plan view showing charger-side transformer 1A and mobile body-side transformer 1B viewed from above during power supply, 1B1 denotes a magnetic core of mobile body-side transformer 1B0, and 1B2 denotes a coil of mobile body-side transformer 1B0. In addition, the z axis represents a direction perpendicular to the paper surface. Fig. 19 also shows the magnetic flux distribution (dotted line) generated when power is supplied. Fig. 20(a) is a cross-sectional view showing the charger-side transformer 1A0 viewed from the direction of the arrow in Fig. 19, 1A1 denotes the magnetic core of the charger-side transformer 1A0, 1A2 denotes the coil of the charger-side transformer 1A0, and 1A3 denotes the charger-side transformer 1A0 coil winding. In addition, FIG. 20( b ) is a cross-sectional view showing charger-side transformer 1A0 viewed from above. As shown in FIG. 20(a), the coil wire 1A3 is wound overlappingly, and the end of the wound wire is connected to a charger. And, as is apparent from FIG. 20( b ), the length in the overlapping direction is longer than the width of the coil. (The reason for the overlapping winding will be described in detail later.) The coil 1B2 of the moving body side transformer in FIG. 19 is similarly wound with overlapping windings, and the end is connected to a rectifier. In addition, the coil 1A2 has a structure in which the coil wire 1A3 is molded from resin or the like. It may also be a structure in which only the coil wire 1A3 is wound on the winding frame.

The transformer for non-contact power supply of the present invention is mounted on a mobile body, so it is assumed that the corresponding transformer passes at high speed. Therefore, a larger gap must be set between the transformer on the charger side and the transformer on the mobile body, which is very different from the general transformer in this point. The necessity of the gap width of the transformer of the present application will be described in detail later. Generally, as the gap width increases, the leakage magnetic flux increases, and the coupling ratio of the transformer, that is, the power transmission efficiency decreases. Therefore, the gap width of a normal transformer is extremely small relative to the magnetic path length. As described in this application, how to reduce the leakage flux becomes the main problem when the gap width is required.

In FIG. 19 , the coils of charger-side transformer 1A0 are overlapped and wound parallel to the y-z plane (see FIG. 3( a )). Therefore, magnetic flux is mainly generated in the x-axis direction. The generated magnetic flux is divided into two types, a portion passing through the moving body side transformer 1B0 and a portion leaking to the outside. If there is a large amount of magnetic flux leaked to the outside, the power transmission efficiency will decrease. Therefore, not only must the capacity of the charger 4 be increased more than necessary, but there may also be adverse effects such as heat generation or electromagnetic interference due to electromagnetic induction. Therefore, it is necessary to make the magnetic flux leaked to the outside as small as possible. Therefore, at the time of power supply, as shown in FIG. 19 , the two ends of the charger side transformer 1A0 and the two ends of the movable body side transformer 1B0 are located on the same straight line parallel to the x-axis (transformer structure of CI shape). , can reduce the leakage flux. In the following description, the core shape of the charger-side transformer 1A0 is referred to as an I-shape, and the shape of the magnetic core of the moving body-side transformer 1B0 is referred to as a C-shape. That is, because the shape of each magnetic core is very closely similar to the letters "I" and "C", it is named as above.

Needless to say, so-called "C-shape", such as the "C" of the letter, does not need to describe its curvature. As shown in FIG. 19 , it can also be integrally formed into a square shape, or five linear magnetic cores can be connected to form a C shape. In the latter case, although loss occurs at the connecting portion, it is far from the loss caused by the gap between transformers, and there is almost no problem. In addition, in FIG. 19, the structure of the mobile body side transformer 1B0 is a C-shape symmetrical with respect to the charger side transformer 1A0, However, It may be an asymmetrical shape. That is, the transformer structure in which both ends of the chargers on the charger side and the mobile body side are located on the same straight line is the key. In addition, the CI-shaped transformer needs to be able to alternate between the charger side transformer and the mobile body side transformer. Therefore, when viewed along the moving direction of the moving body, it is characterized in that it has a structure in which the transformers do not overlap each other. In addition, in Fig. 19, the direction in which the I-shaped transformer is inserted between the ends of the C-shaped transformer is not limited to the one-dimensional direction of the z-axis direction or the y-axis direction, and it can be inserted only if it is not in contact with the C-shaped transformer. The arbitrary direction of is also one of its characteristics. Furthermore, as shown in FIG. 21 , the end portion (a point) of the charger side transformer 1A0 on the moving body side transformer 1B0 side is smaller than the end portion (a′ point) of the moving body side transformer 1B0 on the charger side transformer 1A0 side. The side of the transformer 1B0 close to the transformer on the movable body side is also one of its characteristics.

The shape of the transformer can be variously modified as long as it falls within the range of the above conditions. That is, as shown in FIG. 22 or FIG. 23 , even if a plurality of coils are provided in the charger-side transformer, the same effect as that of a CI-shaped transformer can be obtained. The structure of Fig. 22 and Fig. 23 is that in the "day"-shaped coil 1B1, gaps are provided at two arbitrary places, and the parts on which the coil 1B2 is wound on the end constitute the moving body side transformer 1B0, and the moving body side transformer 1B0 is formed. An I-shaped charger-side transformer 1A0 is inserted into the gap of the transformer 1B0 . In FIGS. 22 and 23 , the coils of the respective transformers are connected in series, but they may be connected in parallel or independently. In addition, as shown in FIG. 24 , a C-shaped transformer may have a structure in which a coil is wound only on one end. In the case of FIG. 24, the coupling ratio is slightly lower than that of the structure of FIG. 19, but it has the effect of making it easier to assemble the transformer.

The coil in a general transformer has a large width and is wound as evenly as possible relative to the magnetic core. This is because the uniform winding method can reduce leakage flux in general transformers with small gap widths. That is, in a general transformer, a structure in which coils are concentrated (overlaid) and wound on one part as shown in FIG. 19 is a relatively bad example. However, when the gap width of the present invention is large, as shown in the magnetic flux distribution in FIG. 19 , it is intended to spread the magnetic flux generated in the charger side transformer 1A0 to the outside of the transformer before reaching the moving body side transformer 1B0. Therefore, by overlapping and winding the coil 1B2 of the moving body side transformer, the magnetic flux that does not pass through the magnetic core 1B1 of the moving body side transformer can be absorbed, increasing the effect of reducing the leakage magnetic flux.

Fig. 25(a) is a graph showing a comparison of coupling ratios when the coil shape is changed in the same CI type transformer. This comparison was performed by changing the aspect ratio [ratio represented by (coil overlapping thickness/coil width)] of the coils on both the charger side and the moving body side. The ratio of the coupling ratio is expressed as a standard value when the aspect ratio is 0.1. In addition, the cross-sectional area of the coil is constant. According to Fig. 25(a), it can be seen that the coupling rate increases with the increase of the aspect ratio. Compared with the case of the aspect ratio of 0.1, it increases by 6% when the aspect ratio is 1, and increases by 10% when the aspect ratio is 10. 14%. If the gap width or the cross-sectional area of the magnetic core is changed, the ratio of the coupling ratio is slightly different from the value in FIG. 25( a ), but the tendency for the coupling ratio to increase as the aspect ratio increases remains constant. As shown in this application, when the gap width is large and the aspect ratio is greater than 1, the effect of improving the coupling ratio is large.

Contrary to FIG. 19 , FIG. 26 shows an example of a transformer in which the aspect ratio of the coil is 1 or less. In this case, the coupling ratio is lowered as described above, but, as shown in the figure, the length (L) in the vertical direction can be reduced relative to the hoistway wall surface. Thereby, the distance between the hoistway wall surface and the moving body becomes narrow, and there is an effect of reducing the area of the hoistway.

Fig. 25(b) is a comparison diagram showing the coupling ratio when the coil position is changed in the same CI type transformer. This comparison is performed by changing the distance w between the magnetic core end of the transformer on the moving body side and the coil. In addition, the coil shape was performed when the aspect ratio was 10, and the ratio of the coupling ratio was shown based on the value in the case of w=0mm. In addition, the cross-sectional area of the coil is constant. According to Fig. 25(b), the coupling rate decreases as w increases. In the example of FIG. 25( b ), the bonding ratio of w=10 mm was lowered by more than 10% compared with the case of w=0 mm. By changing the shape of the coil or the shape of the magnetic core, the ratio of the coupling ratio is slightly different from the value in Fig. 25(b), but the tendency for the coupling ratio to decrease as w increases remains the same. That is, by arranging the coil at the end of the magnetic core as much as possible, the coupling ratio can be improved. Therefore, the distance between the end face where the main magnetic flux enters and exits the gap and the face of the coil on the gap side must be at least within 10 mm.

In addition, in the transformer core of FIG. 19, by making the core cross-sectional area of the coil part larger than that of other parts, the leakage magnetic flux can be reduced. Furthermore, the magnetizing inductance of the transformer largely depends on the reluctance of the gap portion, and the reluctance is inversely proportional to the cross-sectional area. Therefore, by increasing the cross-sectional area of the magnetic core in the coil portion, it is possible to increase the exciting inductance without increasing the cross-sectional area of the entire magnetic core.

Next, the gap width between the charger-side transformer 1A0 and the moving body-side transformer 1B0 will be described. In the transformer of FIG. 19 , the narrower the gap width ( G1 and G2 ) of the gap between the charger side transformer 1A0 and the moving body side transformer 1B0 , the lower the reluctance, and the leakage magnetic flux can also be reduced. However, when used in a moving body system, it is not easy to reduce the gap due to the reliability of the positional deviation when the charger side transformer passes between the ends of the moving body side transformer at high speed or the mounting accuracy during assembly. , and must have a gap width above a certain length. (The method of determining the width of the gap will be described later.) Compared with the power supply device of electric vehicles or electric shavers, the structure of the moving body system makes the transformer on the charger side and the transformer on the moving body side close to each other when supplying power. This point is the same, but there is a difference in nature between the conventional example where the purpose of access is only power supply and the application of power supply in addition to the main purpose of moving the mobile body as described in the present invention. That is, as described above, there is a big difference in that a structure with a gap width or a mechanism in which a molded part (outer frame part) can also come into contact is required in terms of safety.

The moving body 3 in FIG. 1 is provided with unshown rollers, and the rollers contact and move along the guide rails 6 to achieve stable operation. The guide plate 8 is a plate covering the rollers. FIG. 27 is a plan view showing the guide plate 8 viewed from above. Here, 11 denotes a roller. The guide plate 8 is an iron plate covering the roller 11, and is joined to a moving body not shown. In this structure, the positional deviation between the guide rail 6 and the moving body must be smaller than the distance ( K1 or K2 ) between the guide rail 6 and the guide plate 8 . Therefore, as shown in Embodiment 1, in the case where the charger side transformer 1A is fixed by the transformer fixing support 9 connected to the guide rail 6, the size of the gap width is at least larger than the interval between the guide rail 6 and the guide plate 8, by Thus, contact accidents can be prevented. This condition is written as:

(the smaller value of G1, G2)>(the larger value of K1, K2).

There is also an example in which the guide plate 8 and the roller 11 do not exist in the moving body. In the elevator system, there are also some models that are equivalent to it. A method of determining the gap in this case will be described. 28 is an explanatory diagram of a guide block, 12 denotes a guide block, 12A denotes a metal portion of a guide block, and 12B denotes a resin portion of a guide block. In addition, FIG. 28( a ) is an overall appearance view, and FIG. 28( b ) is a plan view of the guide block 12 viewed from above. As shown in FIG. 28( a ), the guide rail 6 is pinched by the guide block 12 , thereby suppressing positional deviation between the guide rail 6 and the moving body 3 without using rollers. As shown in FIG. 28(b), the guide block 12 has a strong block metal portion 12A, and a block resin portion 12B made of resin such as polyvinyl chloride or polyurethane. Although the guide block resin portion 12B is normally in contact with the guide rail 6, it is made of a soft material that does not generate unpleasant noise. Therefore, there is some range of motion (movable range) on the guide block. Therefore, the size of the gap width is at least larger than the range of motion of the guide block (the range of motion in the lateral direction is K3, and the range of motion in the vertical direction is K4), whereby contact accidents can be prevented. This condition is written as

(the smaller value of G1, G2)>(the larger value of K3, K4).

The distance between the guide rail and the guide plate and the range of motion of the guide block are currently less than 5mm. Therefore, the gap length only needs to be more than 5mm. In addition, the above-mentioned method of determining the size of the gap width is not limited to CI-shaped transformers, and is of course also effective for commonly used transformers made of UU-shaped cores or UI-shaped cores.

Next, a method for suppressing the adverse effect of the induced current caused by the leakage magnetic flux will be described.

FIG. 29 is a side view showing the charger-side transformer 1A0, and 10A shows an insulator for fixing the charger-side transformer. When the support that fixes the charger-side transformer 1A0 is made of metal such as iron, an induced current flows through the support due to leakage magnetic flux. This causes generation of heat, which becomes a factor of corrosion and the like. Therefore, by making the fixing support from an insulating material such as resin, it is possible to prevent adverse effects due to induced current.

FIG. 30 is a side view showing the moving body side transformer 1B0, and 10B shows an insulator for fixing the moving body side transformer. In this case, as in the case of FIG. 29 , it is possible to suppress the induced current flowing on the support. In addition, the height of the insulator 10B is determined so that the lower surface of the moving body side transformer coil 1B2 is positioned above the upper surface of the moving body 3 . Thereby, it is possible to reduce the induced current that may flow on the surface of the movable body 3 .

Next, how to install the CI type transformer will be described.

Fig. 31 is a comparative diagram showing methods of installing transformers.

In the example of FIG. 1 , as shown in FIG. 31( a ), the transformer 1A0 on the charger side is I-type, and the transformer 1B0 on the moving body side is C-type, and they are respectively fixed on the lifting road side and the moving body 3 . Fig. 31(b) shows an example of the opposite arrangement. In the case of comparing FIG. 31( a ) with FIG. 31( b ), since a part of the C-type transformer can be superimposed on the moving body 3 in FIG. 31( a), W1<W2. Therefore, among the CI-shaped transformers, the I-shaped transformer is installed on the liftway side, thereby reducing the area of the liftway. In addition, when the I-shape transformer is compared with the C-shape transformer, the cost of the C-shape transformer having many magnetic core parts is high. Therefore, assuming that there are a plurality of installation locations (or installation floors) of the charger, installing the I-shaped transformer on the side of the lift has the effect of reducing costs.

On the contrary, in the case of the structure shown in FIG. 31( b ), the coil on the moving body side can be miniaturized. Thereby, weight reduction of a mobile body can be achieved. In addition, considering the wind pressure received by the transformer on the moving body side when it moves at high speed, providing an I-shaped transformer with an extremely simple structure on the moving body side can reduce the risk of damage.

Fig. 32 is an example of changing the installation position of a CI-shaped transformer. The end faces of the respective transformers are in a positional relationship substantially perpendicular to the surface facing the movable body 3 and the guide rail 6 , whereby the charger side transformer fixing support 9 is deformed to install the respective transformers. With this configuration, the length W3 of the portion protruding from the side surface of the mobile body 3 can be reduced compared to W1 and W2 shown in FIG. 30 , thereby reducing the area of the liftway.

As mentioned above, although the Example of this invention was demonstrated, this invention is not limited to the said Example, It goes without saying that various modifications can be made and implemented in the range which does not change the gist of the invention.

Claims (12)

1. A moving body system, characterized in that: It has: a moving body; a guide rail guiding the movement of the moving body; a power supply element arranged on the side of the building; a charger connected to the power supply of the building and supplying power to the power supply element; being arranged on the moving body and passing through a power receiving element that receives power from the power supply element; and a battery that is provided on the mobile body and receives power through the power receiving element, The power supply element is arranged on the guide rail, and a part of the power supply element is arranged on a member supported on the guide rail or a guide rail bracket supporting the guide rail. 2. The moving body system according to claim 1, wherein the power supply element is provided near the end of the guide rail. 3. The moving body system according to claim 1, wherein the moving body system is an elevator, and the moving body is a car. 4. The moving body system according to claim 3, wherein a part of the power supply element is provided on a door portion on the waiting side. 5. A mobile body system, characterized in that: It has: a mobile body; guide rails for guiding the movement of the mobile body; a primary transformer for non-contact power supply provided on the building side; a power supply mechanism for supplying power to the primary transformer; a secondary transformer for non-contact power reception of electric power; and a battery installed on the mobile body and receiving electric power through the secondary transformer, The outer end of the primary transformer on the moving body side is closer to the moving body side than the outer end of the secondary transformer when viewed along the traveling direction of the moving body. 6. The moving body system according to claim 5, wherein when power is supplied, the end of the primary transformer on the side of the moving body is on the same straight line as the end of the secondary transformer. 7. The moving body system according to claim 5 or 6, characterized in that: a coil winding is overlapped and wound on the end of the moving body side of the primary transformer, and a coil winding is overlapped and wound on the secondary transformer Coil winding on the end. 8. The moving body system according to claim 5 or 6, wherein the primary transformer is in the shape of an "I", and the secondary transformer is in the shape of a "C". 9. The moving body system according to claim 7, wherein the primary transformer is in an "I" shape, and the secondary transformer is in a "C" shape. 10. The moving body system according to claim 5 or 6, wherein the primary transformer is in a "C" shape, and the secondary transformer is in an "I" shape. 11. The moving body system according to claim 7, wherein the primary transformer is in a "C" shape, and the secondary transformer is in an "I" shape. 12. The moving body system according to claim 7, wherein the ratio of the thickness dimension of the overlappingly wound coils to the width dimension of the coils is at least 1:1, the former being larger.

Images