Wireless power supply system

Abstract

To provide a wireless power supply system and a wireless power supply control method that can be retrofitted without hindering safety guarantee provided by a manufacturer of an electrically-driven mobility.SOLUTION: A wireless power supply system comprises: a power reception coil to be attached to an electrically-driven mobility; a connector to be connected to a charging port for wired power supply of the electrically-driven mobility; and a power conversion unit that is connected to the power reception coil and the connector and converts power received by the power reception coil so that the power can be supplied to a storage battery mounted on the electrically-driven mobility through the charging port.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a wireless power supply system that can be applied as an add-on. [Background technology]

[0002] Electric mobility vehicles that use a large-capacity lithium-ion battery as a driving battery and drive a motor for traveling with the power stored in the driving battery are becoming popular. Electric mobility vehicles that use a battery as a driving energy source include not only electric vehicles but also unmanned guided vehicles, forklifts, flying objects such as so-called drones, and water mobility vehicles such as electric propulsion ships. Wireless power supply systems that supply power wirelessly rather than via a power cable have been put to practical use as a method of supplying power to the driving batteries mounted on these electric mobility vehicles.

[0003] While wired power supply systems have the advantage of being able to supply power at high speeds, wireless power supply has the advantage that power supply can begin without any user action as long as the vehicle is parked in line with the location of a fixed power supply coil.

[0004] It is desirable for users to be able to charge electric mobility vehicles either wired or wirelessly and to be able to select the charging method depending on the type of power supply equipment.

[0005] There have been various proposals to make the method of feeding power to a storage battery mounted on an electric mobility compatible with both wired power feeding and wireless power feeding. Patent Document 1 discloses an electric vehicle that enables the exchange of large amounts of power by simultaneously operating wired power feeding and wireless power feeding. Patent Document 2 shows that the vehicle has both a connection plug for wired power feeding and a power receiving coil for wireless power feeding, and is provided with a switch for switching between feeding power via wired power feeding and wireless power feeding. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] JP 2023-028028 A [Patent Document 2] Special Publication No. 2019-531680 Summary of the Invention [Problem to be solved by the invention]

[0007] As disclosed in Patent Documents 1 and 2, if an electric mobility is made compatible with both wired and wireless power supply from the time of manufacture, the manufacturer can guarantee the safety of the electric mobility for carrying people. However, even if it is technically possible to retrofit a wireless power supply system to an electric mobility that only has a wired power supply function, if this requires modification of the control device built into the mobility or modification of the electrical system, the safety of the electric mobility will be lost.

[0008] An object of the present disclosure is to provide a wireless power supply system that can be retrofitted and applied without interfering with the safety assurances provided by manufacturers of electric mobility vehicles. [Means for solving the problem]

[0009] A wireless power supply system according to one embodiment of the present disclosure includes a receiving coil attached to an electric mobility, a connector connected to a receptacle for wired power supply on the electric mobility, and a power conversion unit connected to the receiving coil and the connector and converts the power received by the receiving coil so that it can be supplied to a storage battery installed on the electric mobility via the receptacle.

[0010] In the wireless power supply system of the present disclosure, when the power receiving coil is attached to the outer surface of the electric mobility, the outer dimensions of the cover of the power receiving coil should be within the dimensions that allow protrusion as stipulated in the safety standards for the electric mobility, and the total weight of the power receiving coil, connector, and power conversion unit should be within the weight stipulated in the safety standards for the electric mobility. Safety standards are established by each country, and include, for example, (1) United States: Federal Motor Vehicle Safety Standards (2) Europe: EEC Directive (European Economic Community Directive) (3) China: National Standards of the People's Republic of China (4) Canada: Canada Motor Vehicle Safety Standards The prescribed values ​​vary depending on the country in which the electric mobility is operated.

[0011] As a result, even if automotive parts are installed, the dimensions fall within the range specified for which no structural change inspection is required, so there is no need to re-inspect the safety of the electric mobility vehicle. Effect of the Invention

[0012] According to the present disclosure, this technology can be applied retrofittingly without interfering with the safety guarantees made by manufacturers of electric mobility vehicles. [Brief description of the drawings]

[0013] [Figure 1] 1 is a schematic diagram of a wireless power supply system according to a first embodiment. [Diagram 2] 1 is a block diagram showing a configuration of a wireless power supply system according to a first embodiment. [Diagram 3] 11 is a flowchart illustrating an example of a power supply process performed by the wireless power supply system. [Figure 4] FIG. 11 is a block diagram showing a configuration of a wireless power supply system according to a second embodiment. [Diagram 5] 10 is a flowchart illustrating an example of a power supply process performed by a wireless power supply system according to a second embodiment. [Figure 6] 10 is a flowchart illustrating an example of a power supply process performed by a wireless power supply system according to a second embodiment. [Figure 7]FIG. 11 is a block diagram showing a configuration of a wireless power supply system according to a third embodiment. [Figure 8] 13 is a flowchart illustrating an example of a power supply process performed by a wireless power supply system according to a third embodiment. [Figure 9] 13 is a flowchart illustrating an example of a power supply process performed by a wireless power supply system according to a third embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0014] The present disclosure will be specifically described with reference to the drawings showing embodiments thereof.

[0015] (First embodiment) Fig. 1 is a schematic diagram of a wireless power supply system 100 according to a first embodiment. The wireless power supply system 100 is attached to an electric mobility (e.g., an electric vehicle) M having a charging port R (also referred to as an inlet) for wired power supply and used. The wireless power supply system 100 is applied to an electric mobility M that does not support wireless power supply. In Fig. 1 and the following description, the electric mobility M will be described using an EV (Electric Vehicle) truck as an example, but is not limited thereto, and may be an electric vehicle, an unmanned guided vehicle, a forklift, a robot, an aircraft such as a so-called drone, or a water mobility such as an electric propulsion ship.

[0016] The wireless power supply system 100 includes a connector (plug) 12 connected to a charging port R of the electric mobility M, a power receiving coil 13 attached to the rear surface of the electric mobility M, and a main body 11 connected between the connector 12 and the power receiving coil 13. The main body 11 is provided on, for example, a side surface of the electric mobility M as shown in Fig. 1, and covers 130, 14 are provided on the power receiving coil 13, the main body 11, and the connector 12.

[0017] The location where the power receiving coil 13 is provided is not limited to the rear of the vehicle body, but may be a side surface, a bottom surface of the vehicle body, or the inside of the vehicle body. The outer dimension in the thickness direction of the cover 130 of the power receiving coil 13 is within the dimension that allows protrusion as stipulated in the safety standard. For example, the outer dimension in the coil axis direction of the cover 130 is within the dimension (±3 cm) stipulated as not requiring a structural change inspection for the vehicle body of the electric mobility M even when an automobile part is installed. The outer dimension (thickness) in the coil axis direction of the cover 130 of the power receiving coil 13 may be 2 cm or less so that the cover 130 may be attached to the outside of the side surface of the electric mobility M. The power receiving coil 13 may be provided on the inside of a structure (e.g., a door) that forms the outer shell of the electric mobility M, facing outward, instead of on the outer surface of the vehicle body. In this case, although the power supply distance between the power receiving coil 13 and the power supply coil becomes long, the power receiving coil 13 does not protrude outside the vehicle body due to the installation of the power receiving coil 13, so that there is no need to set a limit on the dimension.

[0018] The above-mentioned specific values ​​given as the allowable protrusion dimensions stipulated in the safety standards shall be interpreted in accordance with the safety standards of each country. Similarly, the regulations according to the weight of the electric mobility M described below shall be interpreted in accordance with the safety standards of each country or region.

[0019] The location where the main body 11 is provided may be either inside or outside the body of the electric mobility M. The main body 11 is preferably placed in the luggage space. Since the main body 11 is connected to the power receiving coil 13 attached to the outside of the body and the connector 12 that is fitted into a charging port R that is provided on the outside and can be partially exposed, the main body 11 may be attached to the side of the body as shown in Fig. 1. When the main body 11 is provided on the outside of the side, the cover 14 of the main body 11 is preferably set to a dimension that allows protrusion as stipulated by the safety standards, i.e., 2 cm or less.

[0020] Connector 12 is used while constantly connected to charging port R. Connector 12 preferably has a shape that allows the cover of charging port R to be closed with connector 12 connected.

[0021] As shown in FIG. 1, in order to avoid the need for safety reassessment even if the main body 11, connector 12, and receiving coil 13 are attached to an electric mobility M that does not support wireless power supply, it is desirable that the weight of the entire wireless power supply system 100 be within +50 kg (for light vehicles and small vehicles subject to inspection) or within +100 kg (for ordinary vehicles and large special-purpose vehicles) of the weight in the installed state stipulated in the safety standards, depending on the size of the electric mobility M.

[0022] The attachment position of the power receiving coil 13 may be determined according to the height of the power transmitting device (not shown). The power transmitting device includes a power transmitting coil having an axis in the horizontal direction so as to face the power receiving coil 13 when the electric mobility M, which is an EV truck, is stopped, and a communication unit capable of communicating with a control unit (charging control unit) 110 (see FIG. 2) provided in the main body 11. The power transmitting device may also be configured to include a power transmitting coil having an axis in the vertical direction and buried in the ground.

[0023] 2 is a block diagram showing a configuration of a wireless power supply system 100 according to the first embodiment. The wireless power supply system 100 includes a main body 11, a connector 12, and a power receiving coil 13.

[0024] The connector 12 connected to the charging port R of the electric mobility M includes a power line PL1 for transmitting electric power, a signal line SL1 for transmitting and receiving signals between the on-board charging control device and the power transmitting device, and a signal line SL2 for transmitting and receiving signals between each mechanism of the connector 12 and the control unit 110. The connector 12 includes a cylindrical socket 121 that fits into the charging port R, and a latch (locking portion) 122 that can protrude from the outer circumferential surface of the socket 121. The connector 12 includes a locking mechanism 123 that locks / unlocks the latch 122, and a retracting mechanism 124 that forcibly retracts the latch 122 to the inside of the socket 121. The latch 122 can protrude from the socket 121 by being biased by a compression spring in a recess provided at a specific position of the socket 121. The retracting mechanism 124 is initially in a state in which it closes the opening of the recess of the socket 121 to retract the socket 121 to the inside. Based on a signal provided from control unit 110 via signal line SL2, retraction mechanism 124 opens the opening of the recessed portion of socket 121 and allows latch 122 to protrude. Retraction mechanism 124 is not limited to the structure shown in Fig. 2 and may have another structure as long as it functions to prevent an engagement portion such as latch 122 from engaging with charging port R. For example, it may have a solenoid switch that draws latch 122 into socket 121.

[0025] Further, the retraction mechanism 124 may be a structure that retracts a part or all of the socket 121 from the charging port R. Furthermore, the locking portion that locks the connector 12 and the charging port R is not limited to the latch 122 provided on the socket 121, and may be a latch provided on the charging port R. In this case, for example, the connector 12 is provided with a fitting portion (recess) on the outer periphery of the socket 121 into which the latch of the charging port R fits. In this case, the retraction mechanism 124 may be realized as a mechanism that pushes the latch from the fitting portion toward the charging port R to retract it, or may be a structure that pushes out the latch and retracts a part or all of the socket 121 from the charging port R.

[0026] The main body 11 includes a control unit 110 and a power conversion unit 111. The power conversion unit 111 is connected to the power receiving coil 13 via a power line PL2. The power conversion unit 111 rectifies the high-frequency power received by the power receiving coil 13 in a rectifier circuit 112, converts it to a direct current, and smoothes it. The power conversion unit 111 converts the direct current output from the rectifier circuit 112 into power of a frequency and voltage including direct current required by the electric mobility M side by an inverter (or converter) 113 based on the control of the control unit 110, and outputs it from the power line PL1 of the connector 12.

[0027] The control unit 110 is connected to the power conversion unit 111 in the main body 11. The control unit 110 controls ON / OFF of the inverter 113 and controls the output from the inverter 113. The control unit 110 performs prescribed communication related to power supply with the in-vehicle charging control device via a signal line SL1 based on information transmitted and received between the power transmission device and the in-vehicle charging control device. Specifically, the control unit 110 controls the power supply from the power transmission device to the storage battery mounted on the electric mobility M by transmitting and receiving information such as a charging rate, a charging voltage, and a charging current between the in-vehicle charging control device and the in-vehicle charging control device using, for example, CHAdeMO (registered trademark) or NACS (North American Charging Standard) or the like.

[0028] Control unit 110 includes a processor 114, a memory 115, and a wireless communication unit 116. It is preferable that control unit 110 includes a power storage unit with enough startup power to start up control unit 110 and wireless communication unit 116. Processor 114 uses a CPU (Central Processing Unit), an MPU (Micro Processing Unit), or the like. Processor 114 reads out a control program P1 stored in memory 115 to realize control processing related to charging.

[0029] A non-volatile memory is used as the memory 115. A control program P1 is stored in the memory 115. The control program P1 is incorporated in the memory 115 when the control unit 110 is manufactured. The control program P1 may be recorded in a recording medium readable by a computer (processor), read by the processor 114, and stored in the memory 115.

[0030] The wireless communication unit 116 realizes wireless communication with a power transmitting device (not shown). The wireless communication unit 116 communicates, for example, by WiFi (registered trademark). The wireless communication unit 116 may also communicate by Bluetooth (registered trademark). The standard of the wireless communication by the wireless communication unit 116 is not limited to WiFi or Bluetooth, but it is preferable that the wireless communication be short-range wireless communication.

[0031] The owner of the electric mobility M attaches the wireless power supply system 100 configured as above to the electric mobility M. The owner connects the connector 12 to the charging port R of the electric mobility M and closes the cover of the charging port R. When the wireless power supply system 100 is not receiving power and is not activated, the retraction mechanism 124 prevents the latch 122 from engaging with a locking portion provided on the inner surface of the charging port R. This prevents the on-board charging control device from determining that the charging plug is still inserted in the charging port R.

[0032] The wireless power feeding system 100 attached in this manner realizes wireless power feeding as follows: FIG.

[0033] The processor 114 of the control unit 110 determines whether or not power reception can be started by the power receiving coil 13 (step S101). In step S101, the processor 114 may determine whether or not power reception can be started depending on whether or not a charging control command has been received from the on-board charging control device via the signal line SL1. The on-board charging control device can start charging when it receives an operation to start charging from the driver in the driver's seat of the parked electric mobility M, or when it receives an operation to turn off the start switch of the electric mobility M (for example, an operation to turn off an ignition switch provided in the electric mobility M). This may be detected by the control unit 110 to start the following process.

[0034] In step S101, the processor 114 may be activated by, for example, turning on a built-in switch (not shown) and determining that power reception can be started. In this example, a driver who intends to wirelessly supply power or an operator of the power supply performs an operation to turn on a switch (not shown) of the wireless power supply system 100 while the electric mobility M is parked at a position where power can be supplied.

[0035] In step S101, the processor 114 may automatically detect that the vehicle has stopped at a position where power supply is possible and determine that power supply can be started, depending on whether the power receiving coil 13 can receive the minute radio waves emitted from the power transmitting coil of the power transmitting device. In this example, the control unit 110 has a start-up circuit that turns on the supply of power from the power storage unit by the minute radio waves from the power transmitting coil. The control unit 110 may have a built-in acceleration sensor and determine whether power reception can be started only when it is confirmed that the vehicle is stopped.

[0036] When the processor 114 determines that the power receiving coil 13 cannot start receiving power (S101: NO), the processor 114 ends the process. After a predetermined waiting time has elapsed, the processor 114 resumes the process of step S101.

[0037] When the processor 114 determines that the power receiving coil 13 can start receiving power (S101: YES), the processor 114 attempts a communication connection with the power transmitting device by the wireless communication unit 116 (step S102) and determines whether communication is possible (step S103). In S103, the processor 114 may transmit authentication data (registered vehicle number, serial number of the control unit 110 itself, etc.) stored in the memory 115 to the power transmitting device so that the power transmitting device can authenticate the communication partner.

[0038] When it is determined that communication is established and possible (S103: YES), processor 114 accommodates retraction mechanism 124 and protrudes latch 122 to engage with and lock charging port R (step S104). In step S104, processor 114 causes the in-vehicle charging control device to execute the same process as when a plug for wired power supply is connected to charging port R.

[0039] If it is determined in step S103 that communication is not possible (S103: NO), the processor 114 determines that wireless power supply is not possible, and ends the process with an error.

[0040] After the latch 122 is locked, the processor 114 outputs a charge preparation signal to the in-vehicle charging control device via the signal line SL1 (step S105). The processor 114 notifies the power transmitting device of permission to start power transmission from the power transmitting device via the wireless communication unit 116 (step S106). In wireless power feeding, it takes more time for the output voltage that can be received by the power receiving coil 13 to increase than in wired power feeding. However, by first permitting the start of power transmission and increasing (precharging) the output power, the control unit 110 can control the output from the inverter 113 so as to be in time for the increase in output after step S108.

[0041] When the processor 114 receives a permission signal from the in-vehicle charging control device in response to the charge preparation signal output in step S105 (step S107), the processor 114 executes a predetermined sequence (charging start process) conforming to a predetermined protocol for wired power supply with the in-vehicle charging control device (step S108). The predetermined protocol is, for example, the above-mentioned CHAdeMO. In step S108, the processor 114 increases the output of the inverter 113 so that the process with the in-vehicle charging control device is not stopped.

[0042] This causes the processor 114 to start (continue) power supply (step S109). The control unit 110 that has started power supply may store the power that can be received by the power receiving coil 13 in its own power storage unit.

[0043] The processor 114 determines whether charging is completed on the in-vehicle charging control device side, for example, by reaching full charge (step S110). In step S110, the processor 114 may determine whether an end has been notified from the in-vehicle charging control device. In step S110, the processor 114 may determine whether the charging rate obtained from the in-vehicle charging control device has reached a predetermined rate. In step S110, the processor 114 may determine that charging is completed (interrupted) if it is determined that power cannot be received by the power receiving coil 13, that is, that the inverter 113 cannot output the power of the current and voltage required. If it is determined that charging is not completed (S110: NO), the processor 114 returns the process to step S109.

[0044] When it is determined that charging is completed (S110: YES), the processor 114 executes a predetermined sequence (charging end process) with the in-vehicle charging control device (S111). The processor 114 unlocks the latch 122 (step S112) and activates the retraction mechanism 124 to retract the latch 122 (step S113). The process of step S112 may be included in the predetermined charging end process sequence. The processor 114 disconnects the wireless communication connection with the power transmitting device (step S114) and ends the process.

[0045] The processing procedure shown in Fig. 3 is an example and is not limited thereto. For example, the processing of step S101 may be started upon receiving a separate notification of stopping from the electric mobility M. In addition, the timing of unlocking the latch 122, operating the retraction mechanism 124, storing the retraction mechanism 124, etc. may be other timing as long as the latch 122 can be locked during power supply.

[0046] After charging is completed, the latch 122 of the connector 12 is not engaged with the charging port R, which prevents the on-board charging control device of the electric mobility M from determining that the charging plug is still plugged in, and allows the electric mobility M to be operated with the wireless power supply system 100 attached. Additionally, the control unit 110 may execute processing such as continuously outputting (cancelling) a specific signal to the signal line SL1 so that the on-board charging control device does not determine that the plug is still plugged in.

[0047] In this way, by attaching the wireless power supply system 100 to the electric mobility M, wireless power supply is possible. The charging control device mounted on the electric mobility M can receive power by transmitting and receiving information to and from the power supply device in the same sequence as wired power supply, and can charge the on-board storage battery. Therefore, it is not necessary to modify the electric system of the electric mobility M, change the software of the charging control device, or switch it on and off in order to realize wireless power supply. The wireless power supply system 100 is simply loaded on the electric mobility M, and the weight increase and dimensional change are within a range that does not require vehicle inspection. Therefore, wireless power supply can be realized while maintaining the safety guarantee provided by the manufacturer of the electric mobility M. In the example shown in the first embodiment, when performing wired power supply, the owner, driver, or power supply operator of the electric mobility M can open the cover of the charging port R to remove the connector 12, and insert a plug from the power supply device for wired power supply into the charging port R to perform wired power supply.

[0048] Second embodiment In the second embodiment, wired power supply is also possible with the connector 12 inserted in the charging port R. Fig. 4 is a block diagram showing the configuration of a wireless power supply system 300 according to the second embodiment. In the wireless power supply system 300 shown in the second embodiment, components common to the wireless power supply system 100 according to the first embodiment are denoted by the same reference numerals and detailed description thereof will be omitted.

[0049] The wireless power supply system 300 of the second embodiment includes a main body 1, a connector 12, and a power receiving coil 13. In the wireless power supply system 300, a detection unit 117 is provided between the main body 1 and the connector 12. The detection unit 117 is branched and connected to both the power conversion unit 111 and a wired charging port (wired connector) 118.

[0050] Detection unit 117 includes a first switch 70 that branches off power line PL1 and connects to either power conversion unit 111 or wired charging port 118. First switch 70 is, for example, configured with a C-contact relay, and in the OFF state, is connected to receive power via wired charging port 118. First switch 70 is switched ON and OFF by control unit (switching control unit) 110.

[0051] Detection unit 117 detects whether a plug for wired power supply is connected to wired charging port 118, and outputs the result to control unit 110.

[0052] The main body 11 may be provided with an output unit such as a display or an LED lamp, and the control unit 110 may output whether wireless power feeding is being performed or wired power feeding is being performed.

[0053] Fig. 5 and Fig. 6 are flowcharts showing an example of a power supply process by the wireless power supply system 300 of the second embodiment. Among the process steps shown in the flowcharts of Fig. 5 and Fig. 6, the same step numbers are assigned to the process steps common to the process steps shown in the flowchart of Fig. 3 of the first embodiment, and detailed descriptions thereof will be omitted.

[0054] In the second embodiment, if it is determined that communication is possible (S103: YES), it is determined whether the detection unit 117 has detected that a plug for wired power supply is connected to the wired charging port 118 (step S121).

[0055] If it is determined that the connection of a plug for wired power supply has not been detected (S121: NO), the processor 114 turns on the first switch 70 of the detection unit 117 to disable the connection to the wired charging port 118 (step S122), and engages and locks the latch 122 (S104).

[0056] In the second embodiment, when charging is completed by wireless power supply (S110: YES), the processor 114 executes a predetermined charging end sequence (S111). The processor 114 unlocks the latch 122 (S112), retracts the latch 122 (S113), and cuts off the communication connection with the power transmitting device (S114), and then turns the first switch 70 of the detection unit 117 back to OFF (step S123), and ends the process.

[0057] In the second embodiment, when the processor 114 determines in step S121 that the plug for wired power supply is connected (S121: YES), wired power supply is performed (step S124) and the process ends. In this case, the process as the control unit 110 of the wireless power supply system 300 is stopped.

[0058] If it is determined in step S103 that communication is not possible (S103: NO), processor 114 determines whether or not it has detected that a plug for wired power supply is connected (step S125). If it is determined in step S125 that it has detected that a plug for wired power supply is connected (S125: YES), the process proceeds to step S124.

[0059] In step S125, if it is determined that the connection of the wired power supply plug has also not been detected (S125: NO), processor 114 determines that power cannot be supplied and ends the process with an error.

[0060] Third embodiment In the third embodiment, a method different from that of the second embodiment is used to enable wired power supply while the connector 12 is inserted into the charging port R. Fig. 7 is a block diagram showing a configuration of a wireless power supply system 100 of the third embodiment. In the wireless power supply system 100 shown in the third embodiment, components common to the wireless power supply system 100 of the first embodiment are denoted by the same reference numerals and detailed description thereof will be omitted.

[0061] Although not shown and described in the first and second embodiments, the signal line SL1 of the connector 12 includes signal lines SL11, SL12, ... for transmitting and receiving information based on a predetermined protocol with the on-board charging control device, in addition to a communication line for performing CAN (Controller Area Network) communication or other communication with the on-board charging control device. The signal line SL11, which is one of the multiple signal lines SL11, SL12, ... included in the signal line SL1, is a line for confirming that the connector 12 is connected to the charging port R. The tip of the signal line SL11 inside the connector 12 is called a connection confirmation terminal T1, and when the connector 12 is connected to the charging port R, it is connected to a high potential (e.g., 12 V) on the electric mobility M side.

[0062] A base end of the signal line SL11 is connected to a reference potential (for example, 0 V) ​​provided in the connector 12 via a predetermined resistor 125 and a second switch 126. The second switch 126 is switched between conductive and non-conductive states according to an instruction from the control unit 110.

[0063] When the signal line on the charging port R side connected to the connection check terminal T1 is conductive with the reference potential provided in the connector 12 via the resistor 125, the potential of a predetermined contact point of the charging port R becomes a specific value, and the on-board charging control device can detect this and detect the insertion of the connector 12 into the charging port R. When the second switch 126 is turned ON in a state in which the connection check terminal T1 of the connector 12 can be conductive with a high potential provided in the on-board charging control device of the electric mobility M, the on-board charging control device can detect that the connector 12 is connected to the charging port R. Conversely, when the second switch 126 is turned OFF, the base end side of the signal line SL11 in the connector 12 floats from the reference potential. Even if the connection check terminal T1 of the connector 12 can be conductive with the high potential provided in the on-board charging control device of the electric mobility M, when the second switch 126 is turned OFF, the potential of the predetermined contact point of the charging port R does not decrease, and the on-board charging control device detects that the connector 12 is not connected to the charging port R.

[0064] In the third embodiment, the control unit 110 can detect whether the activation switch of the electric mobility M is ON or OFF.

[0065] Fig. 8 and Fig. 9 are flowcharts showing an example of a power supply process by the wireless power supply system 100 of the third embodiment. Among the process steps shown in the flowcharts of Fig. 8 and Fig. 9, the same step numbers are assigned to the process steps common to the process steps shown in the flowchart of Fig. 3 of the first embodiment, and detailed descriptions thereof will be omitted.

[0066] In the third embodiment, when it is determined that communication with the power transmitting device is possible (S103: YES), the processor 114 of the control unit 110 determines whether or not it has been possible to detect that the start switch of the electric mobility M has been turned off (step S131). In step S131, the processor 114 only needs to detect that the electric mobility M has stopped, rather than that the start switch of the electric mobility M has been turned off, that is, that it is possible to detect that the storage battery for driving has become capable of being charged. When it is determined that it is not possible to detect that the start switch of the electric mobility M has been turned off (S131: NO), charging is not possible while the switch is in the ON state, and therefore the process ends in the same manner as when it is determined that power reception cannot be started by the power receiving coil 13 (S101: NO).

[0067] When the processor 114 determines that it has detected that the start switch of the electric mobility M is OFF (S131: YES), it sets the second switch 126 to the ON state (step S132). The second switch 126 may be linked to a circuit that acquires the state of the start switch of the electric mobility M, and may be configured to be ON when the start switch of the electric mobility M is OFF, and to be OFF when the start switch of the electric mobility M is ON. By step S132, the on-board charging control device of the electric mobility M can detect that the connector 12 has been inserted into the charging port R.

[0068] The processor 114 then outputs a charge preparation signal to the in-vehicle charging control device (S105) and executes the processing of steps S106-S110, including a pre-charge to increase the output in advance and a preparatory operation based on a predetermined protocol. When the processor 114 determines that charging is completed (S110: YES), it executes a predetermined charge end sequence (S111) and turns the second switch 126 to the OFF state (step S133). The processing of step S133 cancels the current flow to the connection pin on the electric mobility M side that is connected to the connection check terminal T1. Therefore, the in-vehicle charging control device of the electric mobility M can detect that the connector 12 has been removed from the charging port R. This allows the electric mobility M side to turn on the start switch of the electric mobility M. Around this processing, the processor 114 cuts off the wireless communication connection with the power transmitting device (S114) and ends the processing.

[0069] In step S110, the processor 114 determines whether or not charging is completed on the in-vehicle charging control device side when the charging rate of the storage battery to be supplied with power reaches a predetermined rate, but this is not limited to the above. For a large electric mobility M in which the full charge capacity of the storage battery exceeds 100 to 200 kWh, it takes about 10 to 20 hours to continue charging at a power value of 10 kW. Since excessively long charging is desirably avoided for safety reasons, it is necessary to stop charging once at a predetermined time. For this reason, even if the processor 114 determines in step S110 that charging is not completed on the in-vehicle charging control device side, it is preferable to determine whether or not the continuous charging time has reached a predetermined time (for example, 10 hours). This determination may be made on the in-vehicle charging control device side. When the predetermined time has been reached, the processor 114 continues power transmission from the power transmitting device, executes the processes of steps S111 and S133, turns on the second switch (S132), and resumes charging by the processes of steps S108 and S109. Alternatively, charging may be stopped in response to an instruction from the power transmitting device or an external device, or based on a stop instruction via an operation unit or the like provided in control unit 110, without making the determination in step S110.

[0070] In this way, the retrofitted wireless power feeding system 100 makes it possible to select either wireless power feeding or wired power feeding, without interfering with the original configuration of the electric mobility M that allows for wired power feeding.

[0071] The embodiments disclosed above are illustrative in all respects and are not restrictive. The scope of the present invention is defined by the claims, and includes all modifications within the meaning and scope of the claims. [Explanation of symbols]

[0072] 100,300 Wireless power supply system 11 Main unit 12 Connectors 13 Receiving coil 110 Control section 111 Power conversion section 114 processors 115 Memory 116 Wireless Communication Division 122 Latch (retaining part) 124 Evacuation mechanism

Claims

1. A receiving coil attached to the electric mobility device; A connector to be connected to a charging port for wired power supply of the electric mobility; a power conversion unit that is connected to the power receiving coil and the connector and converts the power received by the power receiving coil so that the power can be supplied to a storage battery mounted on the electric mobility via the charging port; A wireless power supply system comprising:

2. The receiving coil is attached to an outer surface of the electric mobility vehicle, The outer dimensions of the cover of the receiving coil are within the allowable protrusion dimensions stipulated in the safety standards for the electric mobility. The wireless power supply system according to claim 1 .

3. The power receiving coil is attached to the inside of the outer shell of the electric mobility vehicle so as to face outward. The wireless power supply system according to claim 1 .

4. The total weight of the power receiving coil, the connector, and the power conversion unit is within the weight stipulated in the safety standards for the electric mobility. The wireless power supply system according to claim 1 .

5. The connector has a locking portion that is locked to the charging port, a control unit that controls a retraction mechanism that retracts a locking portion of the connector so that the locking portion of the connector is not engaged with the charging port except during charging of the storage battery by the power received by the power receiving coil. The wireless power supply system according to claim 1 .

6. The connector is engaged with a locking portion provided in the charging port, a control unit that controls a retraction mechanism so that the connector is not engaged with a locking portion of the charging port, except during charging of the storage battery by the power received by the power receiving coil. The wireless power supply system according to claim 1 .

7. a wired connector for receiving power from a plug for wired power supply; a first switch that switches between connecting an input to the wired connector to an output of the connector and connecting an output of the power conversion unit to an output of the connector; a switching control unit that controls the first switch so that an input to the wired connector is output to the connector when the wired power supply plug is connected to the wired connector; The wireless power supply system according to claim 1 , comprising:

8. a charging control unit that communicates with an on-board charging control device in the electric mobility via a signal line included in the charging port for wired power supply of the electric mobility, and that includes a wireless communication unit that wirelessly communicates with a power transmitting device that transmits power to the power receiving coil; The charging control unit is Determining whether or not power reception can be started by the power receiving coil; When it is determined that power reception can be started, the power transmission device is notified of permission to start power transmission; Execute a predetermined charging start process in accordance with a predetermined protocol for wired power supply between the vehicle-mounted charging control device and the vehicle-mounted charging control device. The wireless power supply system according to claim 1 .

9. The charging control unit determines that power reception can be started when it detects that a start switch of the electric mobility is turned off and detects that the electric mobility is stopped at a position where power can be supplied while the connector is connected to the charging port. The wireless power supply system according to claim 8.

10. a second switch is provided in the connector for switching between electrical continuity / non-continuity between the connection check terminal in the connector and a reference potential, When detecting that a start switch of the electric mobility is turned off, the second switch is switched to a conductive state; When charging is completed, the second switch is switched to a non-conductive state. The wireless power supply system according to claim 1 .

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