JPH08126120A - Automatic charging system of automobile - Google Patents

Abstract

PURPOSE: To obtain a charging system of an automobile which can automatically charge a battery when the electric charge in the battery is lowered at the time when the automobile is located at a specified place. CONSTITUTION: When an electric automobile 15 is moved and mounted on a vehicle stage 2 of a charging table 1, the mounting on the charging table 1 is notified to the electric automobile 15 from a transmitting part 9 of the charging table 1. On the side of the electric automobile 15, a charging request signal is transmitted to the charging table 1 from a receiving part 47 by a remaining capacity controller 33 when an ignition key is turned off and the remaining capacity is lowered. During the period when the charge request signal is received, the charging table generates the magnetic flux from a primary coil 3, and the AC power corresponding to the magnetic flux is generated in a secondary coil 29, which is provided at the bottom part of the automobile 15. The AC power is converted into the DC, and the DC is charged into a battery 17.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic charging system for automobiles, and more particularly to an automatic charging system for automatically charging when the remaining capacity of a battery decreases.

[0002]

2. Description of the Related Art For example, a battery mounted on an electric vehicle is charged by inserting a connector from a charger into a connector provided on a vehicle body and charging the battery for several hours.
It is common to disconnect the connector of the charger after charging is completed. In addition, the battery capacity decreases when it is not used for a long time due to spontaneous discharge. Even in such a case, as described above, the connector from the charger is inserted into the connector provided on the vehicle body to charge for several hours, and after charging is completed, the connector of the charger is removed. It was

Further, for example, in the charging device disclosed in Japanese Patent Laid-Open No. 5-276603, the charging history of the battery is controlled so that the battery can be efficiently charged even if the charging characteristics differ depending on the type of battery. Although it is sent to the part to be charged, as in the above, the connector from the charger is inserted into the connector provided on the vehicle body, it takes several hours to charge, and after charging is completed, the connector of the charger Had been removed.

Further, a general vehicle is also equipped with a battery for driving an electric system. Even in such a general vehicle, if it is not used for a long time, the battery may be lowered due to spontaneous discharge, and the engine may not be started. In such a case, for example, each battery was brought to a stand shop or the like having a charger, charged for several hours, and then brought back and attached to start the engine.

[0005]

However, since the battery of an electric vehicle is generally set to have a charging capacity that makes it impossible to run the vehicle for several tens of hours, the battery of the charger is charged every time the running is completed. Since the connector must be inserted into a connector provided in the electric vehicle for charging, there is a problem that charging is troublesome when using the electric vehicle.

[0006] Further, the battery has a natural discharge. For this reason, when the electric vehicle is not used for a long time, the battery capacity is reduced even if the electric vehicle is fully charged. Therefore, the cable connector of the charger is connected to the connector provided in the electric vehicle as described above. There is a problem in that charging is troublesome when using an electric vehicle because it has to be inserted into and charged.

Further, a battery is also mounted on a general vehicle. Even in such a general vehicle, if it is not used for a long time, the battery capacity may decrease and the engine cannot be started due to natural discharge. In some cases, the vehicle may be taken to a stand or the like and charged for several hours. There was a problem in that charging was troublesome because it had to be brought back and installed again later.

The present invention has been made to solve the above problems, and when an automobile is located at a predetermined place,
An object of the present invention is to obtain an automobile charging system that can be automatically charged when the battery capacity decreases.

[0009]

An automatic charging system for an automobile according to the present invention is an automobile charging system comprising an automobile and a charging table. The charging table includes a vehicle platform on which the automobile is mounted and a vehicle platform. A primary side coil is provided below, and a magnetic flux generation unit that radiates a magnetic flux of predetermined power from the primary side coil to the upper side of the vehicle platform along with the supply of AC power,
When the charging request signal from the vehicle is received, the power transmission activation determination unit that supplies AC power to the magnetic flux generation unit and the power transmission activation determination unit, which is connected to the power transmission activation determination unit and receives light in the wavelength band of the charging desired signal The vehicle has a receiver and a secondary coil at the bottom, and a charging controller that converts the alternating current corresponding to the magnetic flux generated in the secondary coil into direct current to charge the battery, and the remaining battery When the motor or engine of the car is stopped while obtaining the capacity, when the remaining capacity falls below the predetermined remaining capacity, the remaining capacity controller that sends a charge request signal, and when the car is stopped at a predetermined position on the chassis , A first transmitting unit having a light transmitting surface attached to the receiving unit at a corresponding position and transmitting a charging desired signal as an optical pulse.

In addition to the first receiving unit, the charging table includes a vehicle detection unit that outputs a vehicle detection signal when the vehicle is mounted, and a vehicle detection unit while the vehicle detection signal is being output. A second transmission unit that transmits an optical pulse indicating an on-board signal, and the power transmission activation determination unit supplies AC power to the magnetic flux generation unit when the vehicle detection signal and the charging request signal are aligned, In addition to the first transmitter, the side is attached to the second transmitter of the charging table at a position corresponding to the light receiving surface when the automobile is stopped at a predetermined position of the vehicle platform, and the The remaining capacity controller has a second receiving unit for receiving the light of the band, and when transmitting the charging request signal, the remaining capacity controller receives the signal during vehicle mounting, stops the motor or engine of the vehicle, and reduces the remaining capacity. It is transmitted when and are detected.

Further, in the automobile, a timer which outputs an output signal each time a predetermined time elapses, and a circuit which is closed by the output signal from the timer are connected to connect a switching circuit for supplying electric power from the battery to the battery to the battery. The capacity controller stops the supply of electric power from the battery to the charge controller and activates the timer when the battery is fully charged while receiving the on-board signal.

Further, the first and second transmission / reception units transmit and receive radio waves instead of optical pulses.

[0013]

In the present invention, when the automobile runs and is placed on the platform of the charging table, the motor or engine is stopped, and the remaining capacity of the battery decreases, the remaining capacity controller sends the charging request signal to the first charging request signal. Send from the transmitter.

Further, at this time, on the charging table side, when the first receiving unit receives the charging request signal, the power transmission activation determination unit supplies AC power to the magnetic flux generation unit.

The magnetic flux generating section radiates a magnetic flux of a predetermined electric power from the primary side coil to above the vehicle platform while the AC electric power is being supplied.

This magnetic flux is generated in the secondary coil of the charging control unit provided at the bottom of the automobile, and the alternating current corresponding to the magnetic flux is converted into direct current to charge the battery.

In addition to the first receiving section, the charging table is provided with a vehicle detecting section and a second transmitting section.
When the second receiver is provided in addition to the first transmitter, the remaining controller on the automobile side transmits the vehicle-mounted signal when the charging request signal is transmitted from the first transmitter. When both the stop of the motor or engine of the automobile and the decrease of the remaining capacity are detected, the charging request signal is transmitted.

The power transmission activation determination unit on the charging table side supplies AC power to the magnetic flux generation unit when the vehicle detection signal from the vehicle detection unit and the charging request signal from the first reception unit are aligned.

Further, in the automobile, when a timer which outputs an output signal each time a predetermined time elapses and a circuit which is closed by the output signal from the timer are connected to the battery to open and close the circuit which supplies electric power to each part from the battery, , The remaining capacity controller stops the supply of electric power from the battery to the charging controller when the battery is fully charged while receiving the on-board signal, and outputs an output signal each time a predetermined time elapses. To start. Then, the timer measures the time and outputs the output signal when the predetermined time is reached. With this output signal, the electric power from the battery is supplied to the remaining capacity controller, and the remaining capacity controller measures the remaining capacity of the battery, and when the battery is not fully charged, transmits a charging request signal.

Further, in the first and second transmitting / receiving sections, the battery is automatically charged in the same manner when transmitting and receiving by radio waves instead of light pulses.

[0021]

[Embodiments] In this embodiment, each embodiment will be described by taking an electric vehicle as an example.

First Embodiment FIG. 1 is a schematic configuration diagram of the first embodiment. As shown in the figure, the garage is provided with a charging table, and the charging table has the following configuration.

Reference numeral 1 is a charging table. Charging table 1
Has at least the following configuration. 2 is a vehicle platform having an area corresponding to at least the size of the automobile, and 3 is a primary coil 1. Reference numeral 4 is a primary coil drive circuit. The primary coil drive circuit 4 is supplied with AC power,
A pulse of a predetermined cycle is applied to the primary coil 1 to drive the primary coil 1. The primary coil 3 and the primary coil drive circuit 4 are collectively referred to as a magnetic flux generator.

Reference numeral 5 is a switch. The switch 5 is configured by a power transistor, a capacitor, and the like, is provided between the primary coil drive unit 4 and the AC power supply, and supplies the AC power supply to the primary coil drive unit 4 in response to the input of the switching signal.

Reference numeral 7 is a vehicle detector. The vehicle detection unit 7 is provided with weight sensors, for example, at four points where the tires of the vehicle are located, and when the signal from the four points has a predetermined value, the vehicle informs that the vehicle has been placed on the charging table. The detection signal is output to the transmitter 9 and the power transmission semi-constant circuit 13.

Reference numeral 9 is a transmitter. The transmitter 9 has an LED inside, and when a vehicle detection signal is input, the transmitter 9 drives the LED to transmit an on-vehicle signal.

Reference numeral 11 is a receiver. The receiving unit 11 includes a phototransistor inside, and when the signal from the phototransistor indicates a charge desired signal, outputs the charge desired signal to the power transmission determination circuit 13.

Reference numeral 13 is a power transmission determination circuit. When the vehicle detection signal from the vehicle detection unit 7 and the reception unit 11 and the charging request signal are complete, the power transmission determination circuit 13 determines that the vehicle is charging and outputs a switching signal to the switching unit 5. The switch 5 and the power transmission determination circuit 13 are collectively referred to as a power transmission start determination unit.

Reference numeral 14 is a DC converter. DC converter 14
Is connected to the AC power source of the charging table, converts the AC power into a predetermined DC power, and outputs the DC power.

Next, the structure of the electric vehicle will be described. The electric vehicle 15 has at least the following configuration.

Reference numeral 17 is a main battery, 19 is a voltage sensor for detecting the voltage of the main battery 17, 21 is a temperature sensor for detecting the temperature of the main battery 17, 23 is a current sensor for detecting a current flowing through the load, and 25 is a load. A certain motor driver 27 is a sub-battery that supplies a predetermined DC power to the electronic device. The sub-battery has a connection configuration that at least constantly supplies electric power to the above-mentioned parts.

Reference numeral 29 is a secondary coil. Reference numeral 31 is a charging circuit. The charging circuit 31 converts the alternating current generated by the secondary coil 29 into direct current, and charges the main battery 17 based on the charging characteristics of the main battery 17. The secondary coil 29 and the charging circuit 31 are collectively referred to as a charging control unit.

Reference numeral 33 is a remaining capacity controller. The remaining capacity controller 33 uses the charging system activation determination means 3
5. The remaining capacity calculation means 37 is provided, and the charging system activation determination means 35 is activated when the ignition key is OFF, there is a vehicle loading signal from the reception section 47, and the remaining battery capacity determined by the remaining capacity calculation means 37. When the battery is fully charged, the charging request signal is output to the transmitting unit 41 to start the system, and when the battery is fully charged during the system startup, the charging request signal is stopped.

Reference numeral 37 is a remaining capacity calculating means. The remaining capacity calculator 37 estimates the remaining capacity of the main battery 17 based on the signals from the temperature sensor 17, the voltage sensor 19, and the current sensor 23, and displays it on the display unit 39.

Reference numeral 43 is a system ON / error notifying section. The system ON / error notification unit 43 is turned ON by the charging request signal, and when the charging current is output from the charging control unit, the display unit 45 indicates that the charging system is activated.
In addition, if the charging current is not output from the charging control unit even after the lapse of a predetermined time even though the desired charging signal is input, it is indicated that the position of the electric vehicle is misaligned. 45. The transmitter 41 and the receiver 47 are collectively referred to as a second transmitter / receiver.

FIG. 2 is a diagram showing the mounting structure of the sensors of the transmitter and the receiver. As shown in the figure, the LED on the transmitting side is covered with a concave lens and the photodiode on the receiving side is covered with a convex lens, so that the optical laser is received even if the electric vehicle is slightly displaced.

The operation of the vehicle charging system of the first embodiment constructed as described above will be described below.

When the electric vehicle is placed on the pedestal 2 of the charging table 1 and the vehicle detection unit 7 detects the vehicle, a vehicle detection signal is output to the power transmission determination circuit 13, and the transmission unit 9 of the charging table 1 outputs the vehicle. The on-board signal is output, received by the receiving unit 47 of the electric vehicle 15, and output to the afterimage capacity controller 33.

The charging system activation judging means 35 of the remaining capacity controller 33 carries out the following processing. FIG.
3 is a flowchart illustrating a charging system activation determination process according to the first embodiment.

The charging system activation judging means 35 judges whether or not the ignition key is turned on (S301). In this case, it is assumed that the ignition key is turned off when it is placed on the charging table 1.

Next, when it is determined that the ignition key is off, it is determined from the receiving section 47 whether or not there is a vehicle-in-vehicle signal (S303), and when there is a vehicle-in-vehicle signal, the remaining capacity calculating means 37 determines it. The remaining capacity of the main battery 17 is read to determine whether or not the remaining capacity of the main battery 17 has decreased (S305). Then, when it is determined that the state of charge of the main battery 17 has decreased, the charging system activation determination means 35 outputs a charging request signal to the transmission unit 41 (S307).

That is, the charging system activation judging means 35.
When the vehicle is stopped and the ignition key is turned off, the remaining capacity of the main battery 17 is reduced, and the vehicle is mounted on the charging table, the transmitter 41 sends a charging request signal.
Output to.

Next, the charging system activation judging means 35
The remaining capacity calculated by the remaining capacity calculation means 37 is read (S
308), it is determined whether the battery is fully charged (S309). When the battery is fully charged, the output of the charging request signal is stopped (S31
1), control is moved to step S301. When it is determined in step S309 that the ignition key is not fully charged, it is determined whether or not the ignition key is on (S313). When the ignition key is on, the control is moved to step S311 to stop the charging request signal. .

If the ignition is turned off in step S313, the control is moved to step S307 to charge the battery.

If it is determined in step S301 that the ignition key has been turned on from off, it is determined whether or not charging is in progress (S315). If charging is in progress, control is passed to step S311 to display a charge desired signal. Stop and stop charging. Furthermore, when it is determined in step S303 that there is no vehicle-mounted signal, when it is determined in step S305 that the remaining capacity has not decreased, step S3
When it is determined in 15 that the battery is not being charged, the process is exited.

At this time, the charging request signal from the transmission unit 41 of the electric vehicle 15 becomes an optical pulse, is received by the reception unit 11 of the charging table, and is output to the power transmission activation determination unit 13.

Further, the power transmission judging circuit 13 outputs the switching signal to the switching device 5 because the on-vehicle signal from the vehicle detecting portion 7 and the charging desired signal from the receiving portion 11 are complete.

The switching device 5 closes the circuit by this switching signal and outputs AC power to the primary coil driving circuit 4, and the primary coil driving circuit 4 supplies the AC power from the switching device 5 at a predetermined cycle. A signal is supplied to the primary coil 1.

As a result, power is generated in the secondary coil 29 of the electric vehicle 15 according to the winding ratio of both coils.
The charging circuit 31 converts the direct current into the direct current, and the main battery 17 is charged while the charging is controlled.

Therefore, when the electric vehicle 15 is mounted on the charging table 1 of the garage and the remaining capacity of the main battery 17 decreases, the electric vehicle 15 is automatically charged.

Embodiment 2 In Embodiment 1 described above, even when the battery is fully charged, the output of the charge request signal is stopped to stop the charging. However, the remaining capacity controller 33 and each unit are supplied with power from the sub-battery 27. Is continuously supplied and is in an operating state, which is a waste of power. The second embodiment solves this problem.

FIG. 4 is a schematic configuration diagram of the second embodiment. In the figure, 1 to 47 are the same as above.

The charging system activation determining means 52 of the remaining capacity controller 50 is activated when the ignition key is OFF, there is a vehicle loading signal from the receiving section 47, and the remaining battery capacity obtained by the remaining capacity calculating means 37 is reduced. When the main battery 17 is fully charged while the system is starting, the charging request signal is output to the transmission unit 41, and the charging request signal is stopped when the main battery 17 is fully charged. A signal for operating 54 is output, and a first switching signal is output to the switch 56 to stop the supply of electric power from the sub-battery 27.

The timer 54 is the charging system activation judging means 5
It is activated by the output signal from No. 2 and outputs a second switching signal to the switch 56 every time a predetermined time elapses to supply electric power from the sub-battery 27.

The switch 56 has an internal M as shown in FIG.
The MOSFET is provided with an OSFET, a resistor, a diode, a capacitor, and the like so that the MOSFET does not malfunction due to noise or the like. One is connected to the sub-battery 27 and the other is connected to each unit, and the first switching signal is input. , MO
The SFET opens the circuit, and the MOSFET circuit closes with the input of the second switching signal.

The operation of the vehicle charging system of the second embodiment constructed as described above will be described below.

When the electric vehicle is placed on the above-mentioned charging table and the vehicle detection unit 7 detects the vehicle, a vehicle detection signal is output to the power transmission determining circuit 13 and the transmission unit 9 of the charging table.
A vehicle-mounted signal is output from the vehicle, is received by the receiving unit 47 of the electric vehicle 15, and is output to the residual image capacity controller 33.

The charging system activation judging means 35 of the remaining capacity controller 33 carries out the following processing. Figure 6
9 is a flowchart illustrating a charging system activation determination process according to the second embodiment.

The charging system activation judging means 35 judges whether the ignition key is turned off (S60).
1). In this case, it is assumed that the ignition key is turned off when it is placed on the charging table.

Next, when it is determined that the ignition key is off, it is determined from the receiving unit 47 whether or not there is a vehicle-on-vehicle signal (S603), and if there is a vehicle-on-vehicle signal, the remaining capacity calculation means 37 determines. The remaining capacity is read and it is determined whether the remaining capacity of the main battery 17 has decreased (S605). Then, when it is determined that the state of charge of the main battery 17 has decreased, the charging system activation determination means 52 outputs a charging request signal to the transmission unit 41 (S607).

That is, the charging system activation judging means 53
When the vehicle is stopped and the ignition key is turned off, the remaining capacity of the main battery 17 is reduced, and the vehicle is mounted on the charging table, the transmitter 41 sends a charging request signal.
Output to.

Next, the charging system activation judging means 53
The remaining capacity calculated by the remaining capacity calculation means 37 is read (S
609), it is determined whether the battery is fully charged (S611). When the battery is fully charged, the output of the charging request signal is stopped (S61).
3).

Then, the charging system activation judging means 53
Outputs the first switching signal to the switch 56 and the timer 54 to activate the timer 54 and stop the operation of the remaining capacity controller 50 and each unit (S615), and then exits this processing.

If it is determined in step S611 that the ignition key is not fully charged, it is determined whether or not the ignition key is on (S617). If the ignition key is on, the control is moved to step S613 and the charging request signal is sent. To stop.

If the ignition is turned off in step S617, the control is moved to step S607 to charge the battery.

If it is determined in step S601 that the ignition key has been switched from off to on, it is determined whether or not charging is in progress (S619). If charging is in progress, control is passed to step S313 to display a charge desired signal. Stop and stop charging. Furthermore, when it is determined in step S603 that there is no signal during vehicle loading, when it is determined in step S605 that the remaining capacity has not decreased, step S6
When it is determined in 19 that the battery is not being charged, this processing is exited.

At this time, the charging request signal from the transmission unit 41 of the electric vehicle 15 becomes an optical pulse, is received by the reception unit 11 of the charging table, and is output to the power transmission determination circuit 13. The power transmission determination circuit 13 outputs the switching signal to the switching device 5 because the on-vehicle signal from the vehicle detection unit 7 and the charging request signal are complete.

The switch 5 closes the circuit in response to this switching signal and outputs AC power to the primary coil drive circuit 4, and the primary coil drive circuit 4 supplies the AC power from the switch 5 at a predetermined cycle. A signal is supplied to the primary coil 3.

As a result, in the secondary coil 29 of the electric vehicle 15, electric power is generated according to the winding ratio of both coils.
It is converted into direct current by the charging circuit 31 and the main battery 17 is charged.

When the first switching signal is output to the timer 54 and the switching device 56 after the battery is fully charged by the process of FIG. 6, the timer 54 measures the time until the predetermined time is reached.

Further, the switch 56 opens the circuit in response to the input of the first switching signal to stop the supply of the sub-battery 27. That is, the remaining capacity controller 52 and each unit stop operating.

Then, for example, when the timer 54 has passed the predetermined time, the second switching signal is output to the switch 56,
The switch 56 closes the circuit and causes the sub-battery 27 to supply power to each unit. That is, the remaining capacity controller 52 will perform the charging process described above when the remaining capacity has decreased.

Therefore, even if the electric vehicle is stored in the garage for a long time and the remaining capacity of the battery is lowered due to the natural discharge of the battery or the dark current of each light emitting element,
Charging is automatically started again.

In each of the above embodiments, the transmitter is provided with the LED and the receiver is provided with the phototransistor for the optical communication, but the communication may be performed wirelessly.

In each of the above embodiments, an electric vehicle is used for explanation, but a general vehicle may be provided with a circuit configuration on the secondary side of the present system.

Further, in each of the above embodiments, the power transmission determining unit 13 generates the magnetic flux when it is detected that the vehicle is mounted on the charging stand and the charging request signal is received. Instead of providing 7, the ID of the present system may be added to the head of the charging request signal, and when this ID matches the stored ID, magnetic flux may be generated.

[0077]

As described above, according to the present invention, when the automobile runs and is placed on the platform of the charging table, the motor or the engine is stopped, and the remaining capacity of the battery is lowered, the automobile is charged with a charge request signal. Is transmitted to the charging table side by an optical pulse, and when the charging table receives a charging request signal, magnetic flux is generated from the primary side coil during that time, and the automobile side is generated by the secondary side coil provided on the bottom. By generating AC power corresponding to the magnetic flux from the primary side coil and converting it to DC to charge the battery, the driver can automatically place the car on the charging table and stop the engine without any contact. The effect is obtained that the battery is charged.

On the automobile side, when the automobile runs and is placed on the platform of the charging table and the motor or engine is stopped, an on-board signal indicating that the automobile is mounted on the charging table is received. During that time,
It is determined whether the remaining capacity of the battery has dropped, and when it has dropped, a charging request signal is sent to the charging table side, and the charging table sends an on-board signal when the car is mounted on the charging table. When the charging request signal is received, the magnetic flux is generated from the primary coil provided below the vehicle platform during that time, and the AC power corresponding to the magnetic flux is generated in the secondary coil provided on the bottom of the vehicle. Is generated and converted into direct current to charge the battery, the car side generates a charging request signal only when it is mounted on the charging table, and the charging table side indicates that it is mounted and the charging request signal. Since the power is transmitted only when there is a situation, the effect that the system operates only when the vehicle of this system is installed is obtained.

Furthermore, while receiving the on-board signal,
When the battery is fully charged, the remaining capacity controller is stopped, the charging is stopped and a timer is started.If the remaining capacity is low when this timer measures for a predetermined time, the remaining capacity controller is restarted. Since it was made to charge, it reduces the power consumption of the battery and
Even if the remaining capacity of the battery decreases due to natural discharge or dark current of the sensor, it is possible to automatically charge the battery.

Furthermore, in the case of transmitting and receiving by radio waves instead of light pulses, the position of the transmitting and receiving unit need only be in the vicinity of the charging table, so that the mounting position is not limited.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of a first embodiment.

FIG. 2 is a mounting configuration diagram of sensors of a transmission unit and a reception unit.

FIG. 3 is a flowchart illustrating a charging system activation determination process according to the first embodiment.

FIG. 4 is a schematic configuration diagram of a second embodiment.

FIG. 5 is a detailed configuration diagram of a switching device.

FIG. 6 is a flowchart illustrating a charging system activation determination process according to the second embodiment.

[Explanation of symbols]

 1 Charging Table 2 Vehicle Platform 3 Primary Coil 4 Primary Coil Drive Circuit 5 Switcher 7 Vehicle Detector 9 Transmitter 11 Receiver 17 Main Battery 19 Voltage Sensor 21 Temperature Sensor 23 Current Sensor 25 Driver 27 Sub Battery 29 Secondary Coil 31 Charging Circuit 33 Remaining Capacity Controller 35 Charging System Activation Determining Means 37 Remaining Capacity Calculating Means

Continuation of the front page (51) Int.Cl. ⁶ Identification number Office reference number FI Technical display location H02J 17/00 B H03K 17/78 K

Claims (4)

[Claims] 1. A vehicle charging system comprising a vehicle and a charging table, wherein the charging table includes a vehicle platform on which the vehicle is mounted and a primary coil provided below the vehicle platform to supply AC power. Accordingly, when a magnetic flux generator that causes a magnetic flux of a predetermined power to be emitted from the primary side coil to above the vehicle platform, and a charging request signal from the vehicle is received, the AC power is generated by the magnetic flux generator. And a first reception unit that is connected to the power transmission activation determination unit and that receives light in the wavelength band of the charging desired signal, and the vehicle has a secondary coil at the bottom. And a charging control unit for converting an alternating current corresponding to a magnetic flux generated in the secondary coil into a direct current and charging the battery, and a motor or an engine of the automobile is stopped while obtaining a remaining capacity of the battery. When the remaining capacity is lower than a predetermined remaining capacity, a remaining capacity controller for transmitting the charging request signal, and when the vehicle is stopped at a predetermined position of the vehicle platform,
An automatic charging system for an automobile, comprising: a first transmitting unit having a light-transmitting surface attached to the receiving unit at a corresponding position and transmitting the charging request signal as an optical pulse. 2. The charging table includes, in addition to the first receiving unit, a vehicle detection unit that outputs a vehicle detection signal when a vehicle is mounted and a vehicle detection unit that outputs the vehicle detection signal. A second transmission unit that transmits an optical pulse indicating a vehicle-mounted signal, and the power transmission activation determination unit sets the AC power to the magnetic flux when the vehicle detection signal and the charging request signal are aligned. In addition to the first transmitter, the vehicle side has a light-receiving surface corresponding to the second transmitter of the charging table when the vehicle is stopped at a predetermined position of the vehicle platform. The vehicle has a second receiver mounted at a position for receiving light in the wavelength band of the vehicle-mounted signal, and the remaining capacity controller receives the vehicle-mounted signal when transmitting the charging request signal. And the motor or engine of the car Claim 1, wherein stop and, sending when the remaining capacity is detected and reduction
Automatic vehicle charging system as described. 3. The vehicle has a timer that outputs an output signal each time a predetermined time has elapsed, and a switching circuit that closes the circuit by the output signal from the timer and supplies power to each part from the battery to the battery. Connected, the remaining capacity controller, while receiving the on-board signal, when the battery is fully charged, while stopping the supply of power from the battery to the charge controller,
The automatic charging system for an automobile according to claim 1, wherein the timer is activated. 4. The automatic charging system for an automobile according to claim 1, wherein the first and second transmission / reception units transmit / receive radio waves instead of optical pulses.