How to charge a battery loco

Abstract

To improve conveyance efficiency of a battery locomotive.SOLUTION: A pantograph PG which is electrically connected to a battery B of a battery locomotive BL traveling in an excavation pit DP constructed by a shield machine S is connected to a power supply trolley wire PW provided in a state of extending over a plurality of subsequent carriages FT towed to the rear of the shield machine S, and thereby the battery B of the battery locomotive BL is charged.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a charging method for a battery locomotive, for example, a charging method for a battery locomotive used for transporting materials, excavated earth and sand, etc. in an excavation pit excavated by a shield tunneling machine.

Background Art

[0002] A battery locomotive is a locomotive that uses the mounted battery (storage battery) as a power source to tow or push a trolley loaded with materials or excavated earth and sand and runs between the starting shaft and the face.

[0003] The battery of the battery locomotive needs to be charged for each shift. For the charging, for example, a spare battery is charged in the charging space of the starting shaft during the driving of the battery locomotive, and after one shift is completed, the depleted battery is replaced with the charged spare battery in the charging space of the starting shaft.

[0004] Regarding such a battery locomotive, for example, it is described in Patent Document 1 that a technique for charging the battery of the battery locomotive by bringing a current collector provided on the battery locomotive into contact with a trolley wire provided in a power supply section of a partial section in the tunnel during the running of the battery locomotive is disclosed.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] However, in recent years, as the distance of drilling tunnels has increased, the distance drilled per day has increased, and the diameter of drilling tunnels has also increased, the operating time, distance, and weight of battery-powered locomotives have increased, and the frequency of battery replacement for these locomotives has tended to increase.

[0007] Therefore, measures such as providing passing points in the excavation tunnel, placing chargers and spare batteries inside the tunnel, and performing excavation work while changing batteries have been implemented. However, these measures are costly, and the battery replacement process is time-consuming, which reduces the efficiency of transporting excavated soil and other materials by battery-powered locomotives.

[0008] This invention was made in light of the above-mentioned technical background, and aims to provide a technology that can improve the efficiency of transporting excavated soil and other materials by battery-powered locomotives.

[0009] Another object of the present invention is to provide a technology that can reduce the amount of work involved in the construction of boreholes using a shield tunneling machine.

[0010] Another object of the present invention is to provide a technology that can reduce the cost of batteries for battery-powered locomotives.

[0011] Another object of the present invention is to provide a technology that can reduce the construction costs of boreholes using a shield tunneling machine. [Means for solving the problem]

[0012] To solve the above problems, the method for charging a battery locomotive according to claim 1 of the present invention is characterized by charging the battery by electrically connecting a current collector provided on the battery locomotive, which is connected to the battery of the battery locomotive that moves a plurality of 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.

[0013] 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 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 successor trolley, thereby continuing to charge the battery.

[0014] 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 a plurality along the excavation direction of the shield tunneling machine and are trolleys for loading excavated soil discharged from a 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.

[0015] The charging method for a battery 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 above, the battery is a lithium-ion storage battery. [Effects of the Invention]

[0016] According to the present invention, it becomes possible to improve the efficiency of transporting excavated soil and other materials using a battery-powered locomotive.

[0017] Furthermore, according to the present invention, it becomes possible to reduce the amount of work involved in the construction of excavated tunnels using a shield tunneling machine.

[0018] Furthermore, according to the present invention, it becomes possible to reduce the cost of batteries for battery-powered locomotives.

[0019] In addition, according to the present invention, it is possible to reduce the construction cost of an excavation pit by a shield tunneling machine.

Brief Description of the Drawings

[0020] [Figure 1] It is a side view of the main part of a shield tunneling machine equipped with a charging mechanism for a battery locomotive, which is an embodiment of the present invention. [Figure 2] It is an enlarged side view of the main part of the part surrounded by the broken line of the shield tunneling machine in FIG. 1. [Figure 3] It is a front view of the trailing trolley and the battery locomotive as seen from the direction indicated by arrow A in FIG. 2. [Figure 4] It is an enlarged side view of the main part of the part surrounded by the broken line of the shield tunneling machine in FIG. 1 after the battery locomotive has been carried out. [Figure 5] It is a front view of the trailing trolley as seen from the direction indicated by arrow A in FIG. 4. [Figure 6] It is an enlarged side view of the main part of the battery locomotive and the transport trolley at the start of loading of excavated soil and sand. [Figure 7] It is an enlarged side view of the main part of the battery locomotive and the transport trolley at the end of loading of excavated soil and sand. [Figure 8] It is a plan view of an example of the battery locomotive in FIG. 1. [Figure 9] It is a side view of the battery locomotive in FIG. 8. [Figure 10] It is a front view of the battery locomotive as seen from the direction indicated by arrow A in FIG. 8. [[ID=3,9]] [Figure 11] It is a schematic main part circuit diagram of an example of the charging mechanism of the battery locomotive. [Figure 12] It is a side view of the main part during the excavation process of the shield tunneling machine equipped with the charging mechanism of the battery locomotive in FIG. 1. [Figure 13] It is a side view of the main part during the excavation process of the shield tunneling machine after the process in FIG. 12. [[ID=,48]] [Figure 14] It is a side view of the main part during the excavation process of the shield tunneling machine after the process in FIG. 13. [Figure 15] 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 16] 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 17] Figure 16 is a side view of the main part of the shield tunneling mechanism during the excavation process after the process is complete. [Figure 18] This is a front view of a modified version of the trailing bogie. [Modes for carrying out the invention]

[0021] Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. In the drawings used to illustrate the embodiments, the same reference numerals are generally used for identical components, and repeated descriptions of such components will be omitted.

[0022] Figure 1 is a side view of the main part of the shield tunneling mechanism in which the charging mechanism for the battery locomotive of this embodiment is located, Figure 2 is an enlarged side view of the main part of the area enclosed by the dashed line in the shield tunneling mechanism of Figure 1, 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 area enclosed by the dashed line in the shield tunneling mechanism of Figure 1 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.

[0023] 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 inside an excavated shaft DP constructed by a shield tunneling machine S.

[0024] As shown in Figure 1, the shield tunneling machine S is, for example, a slurry pressure balance shield tunneling machine that excavates the ground to construct a borehole DP. In this embodiment, "forward" refers to the direction in which the shield tunneling machine S excavates (towards the face F), and "rearward" refers to the direction directly opposite to "forward" (towards the launch shaft).

[0025] 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.

[0026] Furthermore, as shown in Figures 1, 2, and 4, multiple follower carriages FT are arranged in a series behind the shield tunneling machine S. These multiple follower carriages FT are connected to each other and are configured to be towed by the shield tunneling machine S and travel along the rail RB. The rail RB is laid along the direction of extension of the excavated tunnel DP.

[0027] As shown in Figures 3 and 5, each trailing carriage FT comprises, for example, two carriage body sections FTs,FTs arranged on either side of the width direction of the battery loco BL (horizontal direction perpendicular to the extending direction of the excavation pit DP), and a roof section FTt that bridges the two carriage body sections FTs,FTs to cover the battery loco BL.

[0028] On the other hand, as shown in Figures 1 to 3, the battery loco 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.

[0029] Because the battery-powered locomotive BL can travel at a constant command speed regardless of the gradient of the road or the amount of load, it is used as a vehicle to move the transport trolley TT, which carries materials such as segments, pipes, rails, and excavated soil, from the starting shaft to the tunnel face during the construction of the excavation DP by the shield tunneling machine S.

[0030] 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 connected to each other and are towed by the battery locomotive BL when moving forward and pushed by the battery locomotive BL when moving backward, traveling along the rail RA. The rail RA is laid along the direction of extension of the excavated shaft DP.

[0031] Incidentally, the batteries of a battery-powered locomotive typically need to be charged after each operation. This is done, for example, by charging a spare battery in the charging space at the launch shaft while the battery-powered locomotive is running, and then, after each operation is completed, replacing the depleted battery with the fully charged spare battery in the same charging space at the launch shaft.

[0032] However, in recent years, as the distance of drilling tunnels has increased, the distance drilled per day has increased, and the diameter of drilling tunnels has also increased, the operating time, distance, and weight of battery-powered locomotives have increased, and the frequency of battery replacement for these locomotives has tended to increase.

[0033] Therefore, measures such as providing passing points in the excavation tunnel, placing chargers and spare batteries inside the tunnel, and performing excavation work while changing batteries have been implemented. However, these measures are costly, and the battery replacement process is time-consuming, which reduces the efficiency of transporting excavated soil and other materials by battery-powered locomotives.

[0034] 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 that faces the upper surface of the battery locomotive BL, and a pantograph (current collector) PG is provided on the battery locomotive BL at a position facing the power supply trolley wire PW and in contact with the power supply trolley wire PW, and the battery of the battery locomotive BL is charged through the pantograph PG.

[0035] As a result, in the battery loco charging mechanism CM of this embodiment, the battery of the battery loco BL can be charged through the power supply trolley wire PW while the shield tunneling machine S is excavating, so that the battery state of the battery loco BL can always be kept close to a fully charged state.

[0036] Therefore, the need to move the battery loco BL to the 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 loco BL can be significantly improved. In addition, since it is not necessary to stop the excavation of the shield tunneling machine S for battery replacement work, and the work associated with the construction of the excavated shaft DP by the shield tunneling machine S can be reduced, the construction period can be prevented from being prolonged.

[0037] Furthermore, since the battery replacement work for the battery loco 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 loco BL's battery. As a result, the cost of the battery for the battery loco BL can be reduced. Consequently, the construction cost of the excavated tunnel DP using the shield tunneling machine S can be reduced.

[0038] Furthermore, in systems that use spare batteries for replacement, maintenance such as waterproofing is required for the spare batteries. However, in the battery loco charging mechanism CM of this embodiment, the spare battery can be omitted, thus simplifying the maintenance of the battery loco charging mechanism CM.

[0039] Furthermore, in the battery locomotive charging mechanism CM of this embodiment, the battery of the battery locomotive BL can be charged in the following trolley FT, which is always passed when transporting materials, excavated soil, etc. 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 boreholes or larger diameter boreholes.

[0040] Next, using the example of a transport cart TT carried by the battery 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.

[0041] Figure 6 is an enlarged side view of the main parts of the battery locomotive and transport cart at the start of loading of excavated soil, and Figure 7 is an enlarged side view of the main parts of the battery locomotive and transport cart at the end of loading of excavated soil.

[0042] 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 pit DP). Specifically, the power supply trolley wire PW is provided extending 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) is directly below the soil discharge port 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) is directly below the soil discharge port E (see Figure 7).

[0043] 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 end of loading excavated soil onto the transport trolley TT. This enables continuous charging of the battery from the power supply trolley wire PW via the pantograph PG. In other words, the battery of the battery locomotive BL can be charged while loading excavated soil onto the transport trolley TT being carried by the battery locomotive BL, thus maintaining the battery of the battery locomotive BL in a state close to full charge at all times.

[0044] Furthermore, power is supplied directly from the underground wiring installed in the excavated tunnel DP to the power supply trolley wire PW of the following trolley FT.

[0045] Next, we will explain an example configuration of the battery loco BL with reference to Figures 8 to 11.

[0046] 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.

[0047] As shown in Figures 8 to 10, four wheels W are mounted on the lower part of the locomotive body BLb, which constitutes the battery locomotive BL, in a manner that allows them to rotate freely. The battery locomotive BL is able to travel on the rail RA by the rolling of its four wheels W.

[0048] 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.).

[0049] 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 in accordance with the 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, and the battery locomotive BL can be operated safely regardless of the operator's skill level.

[0050] As shown in Figures 8 and 9, the counterweight CW, pantograph PG, battery B, and control unit CC are installed on the top 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.

[0051] As shown in Figures 8 to 10, the pantograph PG is a mechanism that is 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.

[0052] The pantograph PG is equipped with a mechanism that moves the contact portion PGc of the pantograph PG upward, thereby pressing the contact portion PGc against the power supply trolley wire PW (see Figures 1 to 5, etc.). In addition, the pantograph PG is equipped with a spring mechanism (not shown) or the like, which provides a biasing force that biases the contact portion PGc of the pantograph PG upward. This ensures that the contact portion PGc of the pantograph PG makes firm contact with the power supply trolley wire PW.

[0053] As shown in Figures 8 and 9, battery B is the power source for driving the battery loco BL and is installed on the top surface of the loco 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. In addition, battery B is electrically connected to the pantograph PG and is charged when the contact part PGc of the pantograph PG makes contact with the power supply trolley wire PW.

[0054] Furthermore, in this embodiment, battery B is composed of, for example, a lithium-ion battery. While lead-acid batteries can also be used as batteries, lead-acid batteries generate hydrogen during charging, making them unsuitable for charging in a borehole. Moreover, even if the hydrogen generation problem were resolved with lead-acid batteries, increasing their capacity would increase their weight, necessitating an increase in the capacity of the motor M, leading to battery shortages and thus limiting their suitability for long-distance driving.

[0055] In contrast, lithium-ion batteries do not generate hydrogen during charging, so they can be charged within the drilled pit (DP) (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.

[0056] Next, Figure 11 is a schematic circuit diagram of the main components of an example of a battery-powered locomotive's charging mechanism.

[0057] 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 shows that 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.

[0058] 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 make up the output wiring L of the rectifier circuit RC, and battery B is charged by the DC power supplied from the rectifier circuit RC.

[0059] 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.

[0060] Motor M is electrically connected to the output of this servo driver circuit SD. Motor M is an electric motor that drives the wheels W of the battery locomotive BL (see Figures 8 to 10) and is driven by three-phase AC power supplied from the servo driver circuit SD.

[0061] 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.

[0062] 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 mainly supplies the DC power sent from the converter circuit CV as a control power supply to the control circuit MC, and the output of the control power supply circuit CP is electrically connected to the control circuit MC.

[0063] 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 running speed of battery loco BL remains constant regardless of the weight of the vehicle or the gradient of the road by controlling the switching operation of servo driver circuit SD, and controls the operation of battery loco BL by supplying and stopping power supply by controlling the operation of interruption circuits and switches (not shown) installed in the wiring.

[0064] Next, an example of a method for charging the battery loco BL using the battery loco charging mechanism CM of this embodiment will be described with reference to Figures 12 to 17.

[0065] Figures 12 to 17 are side views of key parts of the shield tunneling mechanism during the excavation process, where the charging mechanism for the battery locomotive shown in Figure 1 is located. In Figures 12 to 17, the coordinate X is shown to indicate the relative positions of the shield tunneling machine S and the pantograph PG of the battery locomotive BL in each figure.

[0066] As shown in Figure 12, behind the shield tunneling machine S, multiple trailing carriages 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 trailing carriage FT to the third trailing carriage FT towards the rear. Coordinate Xa1 indicates the front position of the cutter head C that constitutes the shield tunneling machine S at this stage.

[0067] 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 carts TT (TT1~TT3) for transporting excavated soil are arranged in series and connected to each other, being towed by the battery locomotive BL. In this configuration, the battery locomotive BL runs using electricity discharged from battery B as its power source.

[0068] Next, when the last transport cart (the first transport cart to load) TT3 is positioned directly below the soil discharge port E, the battery locomotive BL stops moving.

[0069] Subsequently, the shield tunneling machine S begins excavation. The excavated soil generated by the excavation of 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.

[0070] Furthermore, after the shield tunneling machine S begins drilling, 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.

[0071] 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. Although not particularly limited, the predetermined excavation distance here is, for example, about 340 mm.

[0072] Next, the battery locomotive BL is moved backward to push the three transport carts TT (TT1 to TT3) from behind, and the battery locomotive BL stops moving when the intermediate transport cart TT2 is positioned directly below the soil discharge port E. Coordinate Xb2 indicates the contact position between the contact point PGc of the pantograph PG of the battery locomotive BL and the power supply trolley wire PW at this stage.

[0073] 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. In other words, the battery locomotive BL is operated while the pantograph PG is electrically connected to the power supply trolley wire PW. This allows the battery B of the battery locomotive BL to be charged even while the battery locomotive BL is running.

[0074] Furthermore, in this case, the battery locomotive BL will run using power supplied from the power supply trolley wire PW, rather than power discharged from battery B, as its power source.

[0075] Subsequently, the shield tunneling machine S begins excavation. The excavated soil generated by the excavation of 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.

[0076] 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. Although not particularly limited, the predetermined excavation distance here is, for example, about 340 mm, and the front position of the cutter head C of the shield tunneling machine S is about 680 mm from the starting coordinate Xa1.

[0077] Next, the battery locomotive BL is moved backward, pushing the three transport carts TT (TT1 to TT3) from behind until the frontmost transport cart (the transport cart that has finished loading), TT1, is positioned directly below the soil discharge port E, at which point the battery locomotive BL stops moving. Coordinate Xb3 indicates the contact position between the contact point PGc of the pantograph PG of the battery locomotive BL and the power supply trolley wire PW at this stage.

[0078] 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 the battery locomotive BL is running.

[0079] Furthermore, in this case, the battery locomotive BL will run using power supplied from the power supply trolley wire PW, rather than power discharged from battery B, as its power source.

[0080] Subsequently, the shield tunneling machine S begins excavation. The excavated soil generated by the excavation of 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.

[0081] 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. Although not particularly limited, the predetermined excavation distance here is, for example, about 340 mm.

[0082] 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, about 1000 mm. The tunneling time for this shield tunneling machine S to tunnel from coordinate Xa1 to coordinate Xa2 is, for example, about 30 minutes, during which time the battery B of the battery loco BL can be charged.

[0083] 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.

[0084] Subsequently, the battery 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 locomotive BL is driven by DC power supplied from battery B, which propels the battery locomotive BL forward.

[0085] Furthermore, as shown in Figure 17, a new segment SGn is assembled on the inner wall surface of the excavated tunnel DP according to the standard method of shield tunneling. By repeating the above process, the charge state of battery B of battery loco LB can be kept close to full charge at all times.

[0086] Furthermore, the replacement of battery B in battery loco BL can be omitted. This significantly improves the transportation efficiency of battery loco BL. In addition, it is not necessary to stop the excavation of the shield tunneling machine S for battery replacement work, and the work associated with the construction of the excavated shaft DP by the shield tunneling machine S can be reduced, thus preventing the construction period from being prolonged.

[0087] Furthermore, it eliminates the need to install chargers and spare batteries in the launch shaft and passing points, and also eliminates the need to increase the capacity of battery B in battery loco BL, thus reducing the cost of battery B in battery loco BL. Consequently, the construction cost of the excavated tunnel DP using the shield tunneling machine S can be reduced.

[0088] Furthermore, since the need for a spare battery can be eliminated, maintenance and management of the battery-powered locomotive charging mechanism (CM) can be simplified.

[0089] Furthermore, the battery B of the battery loco 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.

[0090] The above description concerns 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, the number of trailing trolleys is larger than in the mud pressure balance shield method, and the length from the leading trailing trolley to the last trailing trolley becomes considerably longer. By installing power supply trolley wires that extend from the leading trolley to a predetermined number of trailing trolleys at the rear, or to the last trolley, it becomes possible to charge the battery locomotive, including the time for unloading segments, etc.

[0091] Although the invention made by the present inventors has been specifically described above based on embodiments, the embodiments disclosed herein are illustrative in all respects and are not limited to the disclosed art. That is, the technical scope of the present invention should not be interpreted restrictively based on the description in the embodiments above, but rather should be interpreted in accordance with the claims, and includes art equivalent to the art described in the claims and all modifications that do not depart from the gist of the claims.

[0092] In the above embodiment, an example was given in which a trailing trolley equipped with trolley bodies on both sides in the width direction of the battery locomotive was used. However, the invention is not limited to this, and for example, as shown in Figure 18, a trailing trolley FT may be used which is equipped with trolley bodies FTs on only one side in the width direction of the battery locomotive BL, and a roof portion FTt that extends from the top of the trolley bodies FTs in a cantilevered manner to cover the battery locomotive BL.

[0093] Furthermore, in the above embodiment, an example was given in which a pantograph is provided on the upper surface of the battery locomotive and a power supply trolley wire is provided on the side of the roof of the trailing bogie opposite the pantograph. However, the invention is not limited to this, and 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. [Industrial applicability]

[0094] 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. [Explanation of symbols]

[0095] CM Battery Loco Charging Mechanism BL Battery Loco BLb Loco main unit PG Pantograph (Current Collection Section) PGc contact part B Battery SD Servo Driver Circuit M Motor RC rectifier circuit L output wiring LH High-Potential Output Wiring LL Low-voltage output wiring CV converter circuit CP Control Power Supply Circuit MC control circuit CW Counterweight CC operation section W wheels 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 trailing bogie FTs Bogie Body FTt Roof Section PW power supply trolley wire DP drilling hole RA, RB rails RC pin rack rail F. The face of the tunnel SG, SGn segment

Claims

1. A method for charging a battery locomotive, characterized by charging the battery by electrically connecting a current collector provided on the battery locomotive, which 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.

2. 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.

3. 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.

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

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