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 retroactively.

Background Art

[0002] Electric mobility that uses a large-capacity lithium-ion battery as a driving battery and drives a driving motor with the power stored in the driving battery has begun to spread. Electric mobility using a battery as a driving energy source includes not only electric vehicles but also flying objects such as automated guided vehicles, forklifts, so-called drones, and water mobility such as electric propulsion ships. As a method of supplying power to the driving battery mounted on these electric mobilities, a wireless power supply system that supplies power wirelessly instead of via a power cable has been put into practical use.

[0003] In a wired power supply system, there is an advantage that high-speed power supply is possible. On the other hand, in wireless power supply, there is an advantage that power supply can be started without the user's operation as long as the vehicle can be parked in place according to the location of the fixed power supply coil.

[0004] For the user, it is desirable that the electric mobility can be charged by either wired or wireless means and can be selected according to the type of power supply equipment.

[0005] Various proposals have been made to make the power supply method for the storage battery mounted on the electric mobility compatible with both wired power supply and wireless power supply. Patent Document 1 discloses an electric vehicle that enables the transfer of large power by operating wired power supply and wireless power supply simultaneously. Patent Document 2 shows that there is a connection plug for wired power supply and a power receiving coil for wireless power supply, and a switch is provided to switch between wired power supply and wireless power supply.

Prior Art Documents

Patent Documents

[0006]

Patent Document 1

[0007] As disclosed in Patent Documents 1 and 2, ensuring the safety of electric mobility for carrying people can be implemented by the manufacturer if it is made compatible with both wired power supply and wireless power supply from the manufacturing time of the electric mobility. However, applying a wireless power supply system retroactively to an electric mobility equipped only with the function of wired power supply, even though it is technically possible, requires modification of the control equipment built into the mobility and modification of the electrical system, which may result in loss of safety assurance of the electric mobility.

[0008] An object of the present disclosure is to provide a wireless power supply system that can be retroactively applied without hindering the safety assurance by the manufacturer of the electric mobility. [Means for Solving the Problems]

[0009] A wireless power supply system according to an embodiment of the present disclosure includes a power receiving coil attached to an electric mobility, a connector connected to a receptacle for wired power supply of the electric mobility, and a power conversion unit connected to the power receiving coil and the connector, for converting the power received by the power receiving coil into a form that can be supplied to a storage battery mounted 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 defined by the safety standards of the electric mobility, and the total weight of the power receiving coil, the connector, and the power conversion unit should be within the weight defined by the safety standards of the electric mobility. Safety standards are established by each country. 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 etc., and the specified values vary for each country where the electric mobility is operated.

[0011] Thus, even when automotive parts are installed, since it fits within the dimensions specified such that a structural change inspection is not required, there is no need to reinspect the safety of the electric mobility.

Advantages of the Invention

[0012] According to the present disclosure, it can be retrofitted without hindering the safety assurance by the manufacturer of the electric mobility.

Brief Description of the Drawings

[0013]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

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Figure 8

Figure 9

Mode for Carrying Out the Invention

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

[0015] (First Embodiment) FIG. 1 is a schematic diagram of a wireless power supply system 100 according to the first embodiment. The wireless power supply system 100 is attached to and used in an electric mobility (for example, an electric vehicle) M having a charging port R (also referred to as an inlet) for wired power supply. 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 by taking an EV (Electric Vehicle) truck as an example, but it is not limited thereto, and it may be an electric vehicle, an automated guided vehicle, a forklift, a robot, a flying object 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 the 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, for example, on the side surface of the electric mobility M as shown in FIG. 1, and covers 130 and 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, and it may be on the side surface, the bottom surface of the vehicle body, or the inside of the vehicle body. The outer dimension of the cover 130 of the power receiving coil 13 in the thickness direction is within the dimension that allows protrusion as defined by the safety standards. For example, the outer dimension of the cover 130 of the power receiving coil 13 in the coil axis direction is within the dimension (±3 centimeters) that is defined such that no structural change inspection is required even when automotive parts are attached to the vehicle body of the electric mobility M. The outer dimension (thickness) of the cover 130 of the power receiving coil 13 in the coil axis direction may be 2 centimeters or less so that it may be attached to the outside of the side surface of the electric mobility M. Also, the power receiving coil 13 may be provided facing outward inside a structure (for example, a door) that forms the outer shell of the electric mobility M 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 longer, since the power receiving coil 13 does not protrude outside the vehicle body due to its installation, no dimension limit needs to be provided.

[0018] The above-mentioned specific numerical values cited as the dimension that allows protrusion as defined by the safety standards are to be readjusted according to the safety standards in each country. Similarly, the regulations according to the weight of the electric mobility M described later are also to be readjusted to conform to the safety standards in each country or region.

[0019] The location where the main body 11 is provided may be either inside or outside the vehicle body of the electric mobility M. The main body 11 is preferably arranged in the cargo space. Since it is connected to the power receiving coil 13 attached to the outside of the vehicle body and the connector 12 fitted to the charging port R provided so that a part thereof can be exposed to the outside, it may be attached to the side surface of the vehicle body as shown in FIG. 1. When the main body 11 is provided outside the side surface, the cover 14 of the main body 11 is preferably set to the dimension that allows protrusion as defined by the safety standards, that is, 2 cm or less.

[0020] The connector 12 is constantly connected to and used with the charging port R. The connector 12 preferably has a shape that allows the cover of the charging port R to be closed in a state where the connector 12 is connected.

[0021] As shown in Fig. 1, even if the main body 11, the connector 12, and the power receiving coil 13 are attached to the electric mobility M that does not support wireless power supply, it is not necessary to re-evaluate safety. The weight of the entire wireless power supply system 100 is within +50 kg of the weight in the mounted state specified by the safety standard (inspection target light vehicle, small car) according to the size of the electric mobility M, or desirably within 100 kg (ordinary car, large special vehicle).

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

[0023] Fig. 2 is a block diagram showing the configuration of the 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 power, a signal line SL1 for transmitting signals between the in-vehicle charging control device and the power transmission device, and a signal line SL2 for transmitting 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 peripheral surface of the socket 121. The connector 12 includes a lock mechanism 123 for locking / unlocking the latch 122 and a retraction mechanism 124 for forcibly retracting the latch 122 inside the socket 121. The latch 122 is biased by a compression spring in a recess provided at a specific location of the socket 121 and can protrude from the socket 121. The retraction mechanism 124 is initially in a state where the opening of the recess of the socket 121 is blocked and the socket 121 is retracted inside. The retraction mechanism 124 opens the opening of the recess of the socket 121 based on a signal given from the control unit 110 via the signal line SL2 and allows the latch 122 to protrude. The retraction mechanism 124 is not limited to the structure shown in FIG. 2, and any other structure may be used as long as it functions to prevent the locking portion such as the latch 122 from engaging with the charging port R. For example, it may have a solenoid switch that pulls the latch 122 inside the socket 121.

[0025] Also, the retraction mechanism 124 may be structured to retract part or all of the socket 121 from the charging port R. Furthermore, the locking portion that locks between 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 out of the fitting portion and retracts it to the charging port R side, or may be a structure that pushes out the latch and retracts 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 the power line PL2. The power conversion unit 111 rectifies the high-frequency power received by the power receiving coil 13 with the rectifier circuit 112, converts it into a direct current, and smoothes it. The power conversion unit 111 converts the direct current output from the rectifier circuit 112 into power with a frequency and voltage including direct current required from the electric mobility M side by the inverter (or converter) 113 based on the control from 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 within the main body 11. The control unit 110 controls the ON / OFF of the inverter 113 and controls the output from the inverter 113. Based on the information transmitted and received with the power transmission device, the control unit 110 performs prescribed communication related to power supply with the in-vehicle charging control device via the signal line SL1. Specifically, for example, the control unit 110 exchanges information such as the charging rate, charging voltage, and charging current with the in-vehicle charging control device according to CHAdeMO (registered trademark), NACS (North American Charging Standard), etc., and controls the power supply from the power transmission device to the storage battery mounted on the electric mobility M.

[0028] The control unit 110 includes a processor 114, a memory 115, and a wireless communication unit 116 inside. The control unit 110 preferably includes a power storage unit with startup power sufficient to start itself and the wireless communication unit 116. The processor 114 uses a CPU (Central Processing Unit), an MPU (Micro Processing Unit), or the like. The processor 114 reads out the control program P1 stored in the memory 115 to realize control processing related to charging.

[0029] The memory 115 uses a non-volatile memory. A control program P1 is stored in the memory 115. The control program P1 is incorporated into the memory 115 during the manufacture of the control unit 110. The control program P1 may be one that is read by the processor 114 from a recording medium that is readable by a computer (processor) and stored in the memory 115.

[0030] The wireless communication unit 116 realizes wireless communication with a power transmission device (not shown). The wireless communication unit 116 communicates, for example, via WiFi (registered trademark). The wireless communication unit 116 may communicate via Bluetooth (registered trademark). The standard for wireless communication by the wireless communication unit 116 is not limited to WiFi or Bluetooth, but is preferably short-range wireless communication.

[0031] The wireless power supply system 100 configured as described above is attached to the electric mobility M by the owner of 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 activated while receiving power supply, the latch 122 does not engage with the locking portion provided on the inner surface of the charging port R by the retraction mechanism 124. This avoids the in-vehicle charging control device from determining that the charging plug remains inserted into the charging port R.

[0032] The wireless power supply system 100 attached in this way realizes wireless power supply as follows. FIG. 3 is a flowchart showing an example of the power supply process by the wireless power supply system 100.

[0033] The processor 114 of the control unit 110 determines whether power reception can be started with the power receiving coil 13 (step S101). In step S101, the processor 114 may determine whether power reception can be started based on whether a charging control instruction is received from the in-vehicle charging control device via the signal line SL1. The in-vehicle charging control device can start charging when it receives an operation to start charging from the driver at the driver's seat of the parked electric mobility M, or when it receives an OFF operation of the start switch of the electric mobility M (for example, an OFF operation of the ignition switch provided in the electric mobility M). The control unit 110 may detect this and start the following processing.

[0034] In step S101, the processor 114 may determine that it can start power reception by being activated by turning on a built-in switch (not shown), for example. In this example, the driver attempting to perform wireless power supply or the operator of the power supply performs an operation of turning on a switch (not shown) of the wireless power supply system 100 with the electric mobility M parked in a position where power supply is possible.

[0035] In step S101, the processor 114 may automatically detect that the vehicle is parked in a position where power supply is possible according to whether it can receive the minute microwave emitted from the power transmission coil of the power transmission device with the power receiving coil 13 and determine that it can start. In this example, the control unit 110 has a startup circuit that turns on the supply of power from the power storage unit by the minute microwave from the power transmission coil. The control unit 110 may be built-in with an acceleration sensor and determine whether power reception can be started only when it has confirmed that the vehicle is parked.

[0036] When the processor 114 determines that power reception cannot be started with the power receiving coil 13 (S101: NO), the process ends. When a predetermined standby time has elapsed, the process of step S101 is restarted.

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

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

[0039] When 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 with an error.

[0040] After locking the latch 122, the processor 114 outputs a charging preparation signal to the in-vehicle charging control device via the signal line SL1 (step S105). The processor 114 notifies the power transmission device of the permission to start power transmission from the power transmission device via the wireless communication unit 116 (step S106). In wireless power supply, it takes time for the output voltage that can be received by the power reception coil 13 to increase compared to wired power supply. By permitting power transmission first and increasing the output power (pre-charge), the control unit 110 can control the output from the inverter 113 so as to keep up with the output increase after step S108.

[0041] When the processor 114 receives a permission signal from the in-vehicle charging control device in response to the charging preparation signal output in step S105 (step S107), it 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, CHAdeMO described above. In step S108, the processor 114 increases the output of the inverter 113 so that the processing with the in-vehicle charging control device does not stop.

[0042] Thereby, the processor 114 starts (continues) power supply (step S109). The control unit 110 that has started power supply may charge its own power storage unit with the power that can be received by the power receiving coil 13.

[0043] The processor 114 determines whether charging has been completed on the in-vehicle charging control device side, such as when full charge is achieved (step S110). In step S110, the processor 114 may determine whether it has been notified of termination 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, when it is determined that power cannot be received by the power receiving coil 13, that is, when it is determined that the inverter 113 cannot output the required current and voltage power, the processor 114 may determine that charging has been completed (interrupted). If it is determined that charging has not been completed (S110: NO), the processor 114 returns the process to step S109.

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

[0045] The processing procedure shown in FIG. 3 is just an example and is not limited thereto. For example, the start of the processing in step S101 may be triggered by separately receiving a stop notification from the electric mobility M. Also, the timing of unlocking the latch 122, operating, and storing the retraction mechanism 124 may be at other timings as long as the latch 122 can be locked during power supply.

[0046] After charging is completed, since the latch 122 of the connector 12 is not engaged with the charging port R, it is avoided that the in-vehicle charging control device of the electric mobility M determines that the charging plug remains inserted, and the electric mobility M can be operated while the wireless power supply system 100 is attached. Additionally, the control unit 110 may execute processes such as continuously outputting (canceling) a specific signal to the signal line SL1 so that the in-vehicle charging control device does not determine that the plug remains inserted.

[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 transmit and receive information with the power supply device according to the same sequence as in wired power supply to receive power and charge the in-vehicle battery. Therefore, it is not necessary to modify the electrical system, change the software of the charging control device, or switch with a switch to realize wireless power supply for the electric mobility M. The wireless power supply system 100 is only mounted on the electric mobility M, and the increase in weight and change in dimensions are within the range where vehicle inspection is not required. Therefore, wireless power supply can be realized while maintaining the safety guarantee by the manufacturer of the electric mobility M as it is. 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, remove the connector 12, and insert the plug from the wired power supply device into the charging port R to perform wired power supply.

[0048] (Second Embodiment) In the second embodiment, a configuration is adopted in which wired power supply is also possible while the connector 12 is inserted into the charging port R. FIG. 4 is a block diagram showing the configuration of the wireless power supply system 300 according to the second embodiment. Regarding the configuration common to the wireless power supply system 100 of the first embodiment among the wireless power supply systems 300 shown in the second embodiment, the same reference numerals are given and detailed description thereof is omitted.

[0049] The wireless power supply system 300 according to 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 the wired charging port (wired connector) 118.

[0050] The detection unit 117 includes a first switch 70 that branches the power line PL1 and connects it to either the power conversion unit 111 or the wired charging port 118. The first switch 70 is constituted by, for example, a C-contact relay, and in the OFF state, it is connected so as to receive power through the wired charging port 118. The first switch 70 is switched between ON and OFF by a control unit (switching control unit) 110.

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

[0052] An output unit such as a display or an LED lamp is provided in the main body 11, and the control unit 110 may output whether wireless power supply is being executed or wired power supply is being executed.

[0053] FIGS. 5 and 6 are flowcharts showing an example of the power supply process by the wireless power supply system 300 according to the second embodiment. Regarding the procedure common to the procedure shown in the flowchart of FIG. 3 of the first embodiment among the procedure shown in the flowcharts of FIGS. 5 and 6, the same step numbers are given and detailed description thereof is omitted.

[0054] In the second embodiment, when communication is determined to be 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 plug for wired power supply is not detected as being connected (S121: NO), the processor 114 turns on the first switch 70 of the detection unit 117 to invalidate the connection to the wired charging port 118 (step S122), and latches 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 releases the lock of the latch 122 (S112), retracts the latch 122 (S113), disconnects the communication connection with the power transmission device (S114), then returns the first switch 70 of the detection unit 117 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 detected as being connected (S121: YES), wired power supply is performed (step S124), and the process ends. In this case, the processing as the control unit 110 of the wireless power supply system 300 pauses.

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

[0059] In step S125, if it is determined that the wired power supply plug is not detected as being connected (S125: NO), the processor 114 determines that power supply is not possible and ends with an error.

[0060] (Third Embodiment) In the third embodiment, a configuration is adopted in which wired power supply is also possible while the connector 12 is inserted into the charging port R by a method different from that of the second embodiment. FIG. 7 is a block diagram showing the configuration of the wireless power supply system 100 of the third embodiment. Regarding the configuration common to the wireless power supply system 100 of the first embodiment among the wireless power supply systems 100 shown in the third embodiment, the same reference numerals are given and detailed description is 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 exchanging information based on a predetermined protocol with the in-vehicle charge control device, in addition to the communication line for CAN (Controller Area Network) communication or other communication with the in-vehicle charge control device. One of the plurality of signal lines SL11, SL12,... included in the signal line SL1 is the signal line SL11 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 the high potential (e.g., 12V) on the electric mobility M side.

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

[0063] When the signal line on the charging port R side connected to the connection confirmation terminal T1 of the in-vehicle charging control device is conducted through the resistor 125 to the reference potential provided in the connector 12, the potential of a predetermined contact of the charging port R becomes a specific value. Thus, by detecting this, the insertion of the connector 12 into the charging port R can be detected. When the second switch 126 is turned ON in a state where the connection confirmation terminal T1 of the connector 12 can be conducted to the high potential provided in the in-vehicle charging control device of the electric mobility M, the in-vehicle charging control device can detect that the connector 12 is connected to the charging port R. Conversely, in a state where 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 in a state where the connection confirmation terminal T1 of the connector 12 can be conducted to the high potential provided in the in-vehicle charging control device of the electric mobility M, when the second switch 126 is turned OFF, the potential of a predetermined contact of the charging port R does not decrease, and the in-vehicle 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 the ON and OFF states of the start switch of the electric mobility M.

[0065] FIG. 8 and FIG. 9 are flowcharts showing an example of the power supply process by the wireless power supply system 100 of the third embodiment. Among the processing procedures shown in the flowcharts of FIG. 8 and FIG. 9, for the procedures common to the processing procedures shown in the flowchart of FIG. 3 of the first embodiment, the same step numbers are assigned and detailed descriptions are omitted.

[0066] In the third embodiment, when it is determined that communication with the power transmission device is possible (S103: YES), the processor 114 of the control unit 110 determines whether it can detect that the start switch of the electric mobility M is turned off (step S131). In step S131, if the processor 114 can detect not the turn-off of the start switch of the electric mobility M but the stop of the electric mobility M, that is, if it can detect that the state has become such that charging of the drive battery is possible. When it is determined that the turn-off of the start switch of the electric mobility M cannot be detected (S131: NO), since charging cannot be performed while the switch is in the ON state, the process is terminated in the same manner as when it is determined that power reception cannot be started by the power reception coil 13 (S101: NO).

[0067] When the processor 114 determines that it can detect that the start switch of the electric mobility M is turned off (S131: YES), it turns on the second switch 126 (step S132). The second switch 126 may be interlocked with a circuit that acquires the state of the start switch of the electric mobility M so as to turn on when the start switch of the electric mobility M is off and turn off when the start switch of the electric mobility M is on. By step S132, the in-vehicle 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 charging preparation signal to the in-vehicle charging control device (S105), and executes the processes of steps S106 - S110 including pre-charge for raising the output in advance and preliminary operations based on a predetermined protocol. When it is determined that charging is completed (S110: YES), the processor 114 executes a predetermined charging termination sequence (S111), and sets the second switch 126 to the OFF state (step S133). By the process of step S133, the energization of the connection pin on the electric mobility M side connected to the connection confirmation terminal T1 is released. Therefore, the in-vehicle charging control device of the electric mobility M can detect that the connector 12 has been detached from the charging port R. As a result, on the electric mobility M side, it becomes possible to turn on the start switch of the electric mobility M. Before and after this process, the processor 114 disconnects the wireless communication connection with the power transmission device (S114) and ends the process.

[0069] In step S110, the processor 114 determines whether charging is completed on the in-vehicle charging control device side, such as when the charging rate of the power storage battery to be powered reaches a predetermined rate, but it is not limited to this. In a large electric mobility M where the full charge capacity of the power storage battery exceeds 100 - 200 kWh, even if charging continues at a power value of 10 kW, it takes about 10 - 20 hours. Since it is desirable to avoid excessive long-term charging for safety reasons, it is necessary to stop charging once at a predetermined time. Therefore, even if it is determined in step S110 that charging is not completed on the in-vehicle charging control device side, the processor 114 may determine whether the continuous charging time has reached a predetermined time (for example, 10 hours). This determination may also be made on the in-vehicle charging control device side. When the predetermined time is reached, the processor 114 continues power transmission from the power transmission device, executes the processes of step S111 and step S133, then turns on the second switch (S132), and resumes charging by the processes of steps S108 and S109. Alternatively, charging may be stopped other than the determination in step S110 in response to an instruction from the power transmission device or the outside, or based on a stop instruction via an operation unit provided in the control unit 110 or the like.

[0070] In this way, the retrofit wireless power supply system 100 enables selection of either wireless power supply or wired power supply without inhibiting the configuration that originally enables wired power supply provided in the electric mobility M.

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

Explanation of Reference Numerals

[0072] 100, 300 Wireless power supply system 11 Main body 12 Connector 13 Power receiving coil 110 Control unit 111 Power conversion unit 114 Processor 115 Memory 116 Wireless communication unit 122 Latch (locking portion) 124 Retracting 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 connected to the power receiving coil and the connector and converting the power received by the power receiving coil into a power supplyable to a storage battery mounted on the electric mobility via the charging port; a control unit that includes a wireless communication unit that communicates with an on-board charging control device in the electric mobility via the connector and wirelessly communicates with a power transmitting device that transmits power to the power receiving coil, and controls the power conversion unit; 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 specified 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, The control unit is Controlling 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 electric 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, The control unit is A retraction mechanism is controlled so that the connector is not engaged with a locking portion of the charging port, except during charging of the storage battery by the electric 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. The control unit 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, The 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 control unit determines that power reception can be started when the control unit 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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