Charging and discharging device for batteries of electric aerial vehicles

Abstract

The present application discloses a charging and discharging device for a battery of an electric aerial vehicle. The device for charging a battery of an electric aerial vehicle comprises a transceiver for wireless communication with an access point connected to a power supply device, an on-board charger connected to the transceiver, and a high-voltage battery based on controlling charging by the on-board charger. The on-board charger exchanges information related to charging reservations with the power supply device via the transceiver and the access point based on a first wireless communication scheme, and exchanges information related to charging performance status with the power supply device based on a second wireless communication scheme.

Description

[0001] Cross-reference to related applications

[0002] This application claims the benefit of Korean Patent Application No. 10-2021-0109629, filed on August 19, 2021, which is incorporated herein by reference as if fully set forth herein. Technical Field

[0003] This invention relates to a technique for charging batteries installed in electric air vehicles for urban air mobility (UAM). Background Technology

[0004] As a next-generation mode of transportation that can fundamentally solve urban traffic problems, a three-dimensional (3D) transportation system called Urban Air Mobility (UAM) is attracting much attention.

[0005] Air vehicles currently under development for UAM include electric motors powered by electricity supplied from high-voltage batteries and multiple rotors configured with electric motors, so that one or more passengers can board the corresponding air vehicle and take off, land and fly vertically.

[0006] Similar to the batteries in electric vehicles, the batteries in UAM-equipped air vehicles should also be rechargeable and able to be charged when passengers board or disembark at the points where the UAM-equipped air vehicles take off or land.

[0007] Furthermore, in the field of electric vehicles, charging-related communication interfaces between vehicles and charging stations have been established according to international standards. However, in the currently developing UAM (Unified Aircraft Management) technology, discussions on charging-related communication interfaces between UAM-enabled air vehicles and charging stations are insufficient. In addition, discussions on discharging-related communication interfaces between UAM-enabled air vehicles and charging stations are also insufficient.

[0008] The details described in the background art are merely for the purpose of facilitating an understanding of the background of the present invention and should not be construed as recognizing that the background art corresponds to related art known to those skilled in the art. Summary of the Invention

[0009] The summary is provided to present in a simplified form some concepts that will be further illustrated in the detailed description below. This summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to help determine the scope of the claimed subject matter.

[0010] One aspect of the present invention is to provide a device for charging and discharging batteries for electric air vehicles.

[0011] In one general aspect, a device for charging a battery in an electric air vehicle includes: a transceiver configured to wirelessly communicate with an access point connected to a power supply; an on-board charger connected to the transceiver; and a high-voltage battery charged by the on-board charger based on control, wherein the on-board charger is configured to exchange information related to charging reservations with the power supply via the transceiver and the access point based on a first wireless communication scheme, and to exchange information related to charging performance status with the power supply based on a second wireless communication scheme.

[0012] The first wireless communication scheme can be any one or any combination of Long Term Evolution (LTE) communication, Fourth Generation (4G) communication, Fifth Generation (5G) communication and satellite communication, and the second wireless communication scheme can be Wireless Local Area Network (WLAN) communication.

[0013] Information related to charging reservations may include occupancy information received from the access point, and the occupancy information may include status information indicating whether another electric air vehicle is being charged using power supply equipment.

[0014] Information related to charging reservation may include: a request message that requests charging wait time information and transmits it to the power supply equipment; and receiving charging wait time information from the power supply equipment via an access point, the charging wait time information serving as a response message corresponding to the request message.

[0015] Information related to charging reservation may include: a message requesting permission to use the power supply equipment from the power supply equipment via an access point; and a message indicating permission or denial of use, which is a response message corresponding to the message requesting permission to use.

[0016] Information related to charging reservation may include: a charging reservation request message transmitted via the access point to the power supply equipment, the charging reservation request message including information related to the charging reservation time and the target charging depth; and a message received via the access point from the power supply equipment, the message being a charging reservation completion message indicating that the charging reservation has been completed.

[0017] Information related to charging performance status can include information related to starting charging, charging in progress, and charging complete.

[0018] In another general aspect, an apparatus for discharging a battery of an electric air vehicle includes: a transceiver configured to wirelessly communicate with an access point connected to a power supply; an on-board charger connected to the transceiver; and a high-voltage battery charged by the on-board charger based on control, wherein the on-board charger is configured to exchange information related to the discharge of the high-voltage battery with the power supply via the transceiver and the access point.

[0019] Information related to the discharge of high-voltage batteries may include messages related to discharge requests, which notify the power supply equipment of the need to charge its energy storage device to supply power to a specific area. These messages are received from the power supply equipment via the access point.

[0020] Information related to the discharge of the high-voltage battery may include: a message requesting the discharge time required to discharge the high-voltage battery to the target discharge depth required by the power supply equipment, which is received from the power supply equipment via the access point; and information related to the discharge time, which is transmitted to the power supply equipment via the access point.

[0021] Information related to the discharge of the high-voltage battery may include: a message requesting the ability to provide discharge power from the high-voltage battery, which is received from the power supply equipment via the access point; and information related to the discharge power, which is transmitted to the power supply equipment via the access point.

[0022] Information related to the discharge of a high-voltage battery may include information related to the discharge performance status, representing the start of discharge, the current discharge, and the completion of discharge.

[0023] It should be understood that the above general description of the invention and the following detailed description are exemplary and explanatory, and are intended to provide further explanation of the claimed invention.

[0024] Other features and aspects will become apparent from the following detailed description, drawings and claims. Attached Figure Description

[0025] Figure 1 This is a block diagram illustrating a UAM system according to an embodiment of the present invention.

[0026] Figure 2 It is shown schematically. Figure 1 The diagram shows the access point (AP), power supply equipment, and internal configuration of the electric air vehicle.

[0027] Figure 3A , Figure 3B , Figure 3C and Figure 3D This is a conceptual diagram illustrating a method for determining the movement limit speed of an electric air vehicle (EAV) according to an embodiment of the present invention.

[0028] Figure 4 and Figure 5 This is a flowchart illustrating a charging method for a high-voltage battery inserted into an electric air vehicle according to an embodiment of the present invention.

[0029] Figure 6This is a flowchart illustrating the exchange of information between an AP (Automatic Power Supply), a power supply device, and an on-board charger for discharging a high-voltage battery installed in an electric air vehicle, according to an embodiment of the present invention. Detailed Implementation

[0030] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings to facilitate implementation by those skilled in the art. However, the present invention can be embodied in many different forms and should not be construed as limited to the embodiments described herein. In the drawings, for clarity, portions unrelated to the description of the invention will be omitted. Similar reference numerals always denote similar elements. Furthermore, in the description provided with reference to the drawings, although elements are denoted by the same names, the reference numerals may be changed, and the reference numerals are described merely for ease of description. They should not be construed as limiting the concept, features, functions, or effects of the elements to the reference numerals.

[0031] Figure 1 This is a block diagram illustrating a UAM system according to an embodiment of the present invention.

[0032] refer to Figure 1 According to embodiments of the present invention, the UAM system may include an electric air vehicle (EAV) 100, multiple APs 210, 230, 250 and 270, and multiple power supply equipment (SE) 220, 240, 260 and 280.

[0033] EAV 100 can be, for example, an unmanned aerial vehicle that uses electricity to carry small cargo or a medium- to large air vehicle that uses electricity to carry multiple passengers, including a pilot and passengers.

[0034] The EAV 100 can perform vertical takeoff or landing and horizontal cruise by using multiple rotors driven by distributed electric propulsion (DEP). Here, DEP can be a technology that uses electrical energy provided by a single high-voltage battery to independently drive multiple rotors.

[0035] The features of this invention may not lie in DEP; therefore, the detailed description of DEP and the structure of the EAV 100 applying DEP can be replaced by known technologies (e.g., the description of "vertical takeoff air mobility" disclosed in the patent document "Korean Patent Application No. 10-2020-0001066").

[0036] Multiple APs 210, 230, 250, and 270 can perform wireless communication with the EAV 100 to control the EAV 100's movement path (flight path). The wireless communication between the multiple APs 210, 230, 250, and 270 and the EAV 100 can be, for example, LTE, 4G, or 5G communication.

[0037] Multiple SE 220, 240, 260 and 280 can provide electrical energy to the EAV 100's battery (high voltage battery) to charge the EAV 100, and can exchange charging-related information with the EAV 100.

[0038] In addition, electrical energy (power) can be supplied from the battery (high-voltage battery) of EAV 100 to multiple SE 220, 240, 260 and 280 to discharge EAV 100, and discharge-related information can be exchanged with EAV 100.

[0039] An AP can be installed near its corresponding SE. The installation location of the SE corresponding to an AP can be a location that allows the EAV 100 to take off vertically, for example, the roof of a building.

[0040] If electrical energy (power) is supplied from EAV 100 to SE to discharge EAV 100, the supplied electrical energy (power) can be used as power for buildings where APs are installed.

[0041] Depending on the circumstances, in the event of an emergency such as a power outage in an area including a building where the AP is installed, the electrical energy (power) provided by the EAV 100 can be used as the grid power for that area.

[0042] Figure 2 It is shown schematically. Figure 1 The diagram shows the internal configuration of AP, SE, and EAV.

[0043] refer to Figure 2 AP 210 can be a device used as a base station and may include transceiver 212 and controller 214.

[0044] Transceiver 212 can communicate with EAV 100 based on a first wireless communication scheme 50. For example, the first wireless communication scheme can be one of LTE communication, 4G communication, 5G communication, satellite communication, or a combination thereof. Here, in satellite communication, the EAV can communicate with a ground-based access point (AP) using a satellite as a medium. Transceiver 212 can be implemented using, for example, hardware components with functions such as signal amplification, modulation, demodulation, and filtering for wireless communication.

[0045] The controller 214 can control the overall operation of the transceiver 212 and may include at least one central processing unit (CPU) and memory, and may be connected to the power supply communication controller (SECC) 228 embedded in the SE 220 described below based on a wired / wireless scheme.

[0046] The controller 214 can send various information, messages or data transmitted from the SECC 228 to the EAV 100 via the transceiver 212 to control the movement path of the EAV 100 and control the discharge / charge.

[0047] In addition, the controller 214 can receive various information, messages or data received from the EAV 100 via the transceiver 212 in order to control the movement path of the EAV 100 and control the discharge / charge, and can transmit some of the received information to the SECC 228 placed in the SE 220 described below.

[0048] SE 220 may include an energy storage system (ESS) 222, a power conversion device 224, a transmission coil 226A / receiving coil 226B, and a SECC 228.

[0049] ESS 222 can be a device for storing electrical energy (hereinafter referred to as electricity) generated by using new renewable energy sources such as thermal or nuclear energy, solar energy and wind energy, and storing electricity received from EAV 100.

[0050] In this invention, when the high-voltage battery 140 placed in the EAV 100 is used as grid power, the ESS 222 can be a rechargeable ESS (RESS) for storing power received from the EAV 100.

[0051] The power conversion device 224 can be a bidirectional power converter that increases or decreases the power transmitted from the ESS 222 for forward power transmission (FPT) and the power transmitted from the EAV 100 for reverse power transmission (RPT).

[0052] FPT can represent power transfer from SE 220 to EAV 100, and RPT can represent power transfer from EAV 100 to SE 220. Here, RPT can represent power transfer from EAV 100 to homes, loads, and the power grid included in the area defined relative to the installation location of AP 210.

[0053] exist Figure 2 In the diagram, FPT is represented by a unidirectional arrow with a thick solid line indicating the current of charge, and RPT is represented by a unidirectional arrow with a thick dashed line indicating the current of discharge.

[0054] The transmission coil 226A can transmit power converted by the power conversion device 224 to the receiving coil 134A embedded in the EAV 100 via a wireless power transmission scheme. Power can be supplied from the transmission coil 134B embedded in the EAV 100 to the receiving coil 226B via a wireless power transmission scheme.

[0055] Wireless power transfer schemes may include, for example, inductive power transfer (MF-WPT) that transfers electrical energy via a magnetic field, capacitive power transfer (EF-WPT) that transfers electrical energy via an electric field, microwave power transfer (MW-WPT) that transfers electrical energy via electromagnetic waves from 1 GHz to 300 GHz, and infrared power transfer (IR-WPT) that transfers electrical energy via electromagnetic waves from 300 GHz to 400 THz.

[0056] SECC 228 can communicate with controller 214 embedded in AP 210 via a wired / wireless scheme, and can exchange various information, messages and data related to charging / discharging with Electric Air Vehicle Communication Controller (EAVCC) 132 of EAV 100 described below via a second wireless communication scheme 60.

[0057] In addition, SECC 228 can exchange some charging / discharging related information with EAVCC 132 via AP 210. This information may include details related to charging / discharging reservations.

[0058] The second wireless communication scheme can be, for example, short-range wireless communication, and can be bidirectional digital communication using protocols, messages, physical layers, and data link layers.

[0059] SE 220’s SECC 228 and EAV 100’s EAVCC 132 can communicate wirelessly using wireless local area networks (WLANs) in the 2.4 GHz and 5 GHz frequency bands specified in IEEE Std 802.11, for example.

[0060] SECC 228 can control the operation of power conversion device 224 based on various information and messages exchanged with EAVCC 132 of EAV 100.

[0061] For example, SECC 228 can control the switching device that connects the power conversion device 224 to the transmission coil 226A. Figure 2 Switching operations (not shown in the image).

[0062] Furthermore, SECC 228 can control the switching device that connects the power conversion device 224 to the receiving coil 226B. Figure 2 Switching operations (not shown in the image).

[0063] The EAV 100 may include a transceiver 110, a drive controller 120, an on-board charger (OBC) 130, and a high-voltage battery 140.

[0064] Transceiver 110 can communicate with transceiver 212 of AP 210 based on the first wireless communication scheme 50.

[0065] The drive controller 120 can control the motion (flight) of the EAV 100 based on various motion control information exchanged with the AP 210 via the transceiver 110. For example, the drive controller 120 can control the movement speed (flight speed) of the EAV 100 based on movement limit speed information received from the AP 210.

[0066] The OBC 130 may include an EAVCC 132, a transmission coil 134B / receiver coil 134A, and a power conversion device 136.

[0067] The receiving coil 134A can receive power from the transmitting coil 226A of the SE 220 based on a wireless power transmission scheme.

[0068] The transmission coil 134B can transmit power from the high-voltage battery 140 via the power conversion device 136 to the receiving coil 226B of the SE 220 based on a wireless power transmission scheme.

[0069] The power conversion device 136 can rectify the alternating current (AC) power transmitted through the receiving coil 134A, convert the rectified AC power into direct current (DC) power, and increase and / or decrease the converted DC power.

[0070] In addition, the power conversion device 136 can increase and / or decrease the DC power transmitted from the high-voltage battery 140, and can transmit the increased or decreased DC power to the transmission coil 134B, which can transmit the DC power to the receiving coil 226B of the SE220.

[0071] The power conversion device 136 can be referred to as a bidirectional power converter, similar to the power conversion device 224 of the SE 220 described above.

[0072] The high-voltage battery 140 can be an energy storage device that uses power transmitted from the power conversion device 136 to charge during charging, and conversely, transmits the charged power to the SE220 through the power conversion device 136 and the transmission coil 134B during discharging.

[0073] The EVACC 132 can exchange various information, messages, or data related to charging / discharging with the SECC 228 based on the second wireless communication scheme 60, and can also exchange some charging / discharging related information with the SECC 228 through the transceiver 110 and AP 210. Here, some information may be related to charging / discharging reservations.

[0074] In addition, EVACC 132 can control the operation of power conversion device 136 based on various information and messages exchanged with SECC 228.

[0075] For example, EVACC 132 can control the switching device that connects the power conversion device 136 to the receiving coil 134A. Figure 2 (not shown) or a switching device that connects the power conversion device 136 to the transmission coil 134B. Figure 2 Switching operations (not shown in the image).

[0076] The following describes the exchange of information between AP 210 and EAV 100 based on a first wireless communication scheme to control the movement path of EAV 100, and the exchange of information between SECC 228 of SE 220 and EAVCC 132 of EAV 100 based on a second wireless communication scheme to charge / discharge the high-voltage battery 140 placed in EAV 100.

[0077] Table 1 below can define the information transmitted from AP 210 to EAV 100 in order to control the movement path of EAV 100.

[0078] Table 1

[0079]

[0080]

[0081] The information defined in Table 1 can be generated by the controller 214 of AP 210 and transmitted to EAV 100 via transceiver 212.

[0082] Information related to “movement license” (hereinafter referred to as “movement license information”) may be information indicating that EAV 100 can move from the location where the current AP is installed to the location where the next AP is installed.

[0083] Mobility license information can be transmitted from the current AP or the next AP to EAV 100. If the current AP transmits mobility license information to EAV 100, the current AP can receive mobility license information from the next AP and then transmit the received mobility license information to EAV 100.

[0084] Occupancy information can be information indicating the status of another EAV or a previous EAV occupying a landing point, or information indicating the status of another EAV or a previous EAV occupying a movement interval between adjacent APs.

[0085] The landing point can be a point at a certain distance from the access point (AP). This point at a certain distance from the AP can be a point where the SE 220 transmission coil 226A or reception coil 226B is installed. The transmission or reception coil can be installed on the ground where another EAV or a previous EAV landed.

[0086] The occupancy status of a landing site indicates that another EAV or a previous EAV has landed at the landing site for charging / discharging, while the occupancy status of a movement interval indicates that another EAV or a previous EAV has moved (flew) within the movement interval.

[0087] Furthermore, occupancy information can indicate the status of another EAV or a previous EAV's communication connection to the corresponding AP. That is, occupancy information can indicate the status of the communication connection between another EAV and the corresponding AP when another EAV or a previous EAV enters the communication range (coverage range) of the corresponding AP.

[0088] Furthermore, occupancy information can be location information about another EAV or a previous EAV. Location information can be determined based on location information about the location where the corresponding AP was installed while the other EAV or a previous EAV was communicatively connected to the corresponding AP. The controller 214 of AP 210 can calculate the location information based on the location information about previously configured APs.

[0089] Furthermore, occupancy information can indicate the alignment status between the transmission coil 226A of SE 220 and the receiving coil 134A of EAV 100, or it can indicate the alignment status between the receiving coil 226B of SE 220 and the transmission coil 134B of EAV 100. The controller 214 of AP 210 can communicate via SE 220's SECC 228 or another communication interface of SE 220 (…). Figure 2 (Not shown) receives information indicating the alignment status between coils in order to generate occupancy information based on the alignment status between coils. In this case, the controller 214 of AP 210 can receive information indicating the alignment status between coils from SECC 228 of SE 220 based on a wired / wireless communication scheme.

[0090] Furthermore, occupancy information can indicate whether another EAV is using the SE 220 connected to AP 210. That is, occupancy information can indicate whether another EAV is occupying the SE 220 for charging (in use). AP 210 can receive status information from the SE 220 indicating that the SE 220 is being used (charged) by a previous EAV, and can generate occupancy information based on the received status information.

[0091] Information related to “movement speed limit” (hereinafter referred to as movement speed limit information) can be information used to limit the movement speed of EAV100 in each interval between APs.

[0092] The controller 120 of the EAV 100 can control the drive of multiple rotors based on the movement speed limit information received from the AP, in order to control the movement of the EAV 100.

[0093] Information regarding the movement speed limit of the EAV 100 can be determined based on the previous EAV's current location, and this method of determination will be referenced below. Figures 3A to 3D To describe.

[0094] Figures 3A to 3D This is a conceptual diagram illustrating a method for determining the movement limit speed of an EAV 100 according to an embodiment of the present invention.

[0095] First, refer to Figure 3A When there is no previous EAV in the movement path 10 of EAV 100, the movement speed limit for all intervals A, B, C, D and E between AP (AP1 to AP6) can be determined to be the same maximum movement speed limit (e.g., 100 km / h).

[0096] EAV 100 can move along movement path 10 at the maximum movement limit speed (e.g., 100 km / h) received from APs (AP1 to AP6).

[0097] refer to Figure 3B When the preceding EAV 100A is located within the movement path 10 of EAV 100, for example, when the preceding EAV 100A moves within movement interval A between AP1 and AP2 or lands at a landing point near the AP2 mounting point, the movement restriction speed of the EAV 100 in each interval can be reduced toward the current position of the preceding EAV 100A. For example, the movement restriction speeds for movement intervals B, C, D, and E can be determined as 0 km / h, 20 km / h, 40 km / h, and 60 km / h, respectively.

[0098] As described above, based on the reduced movement limit speed as the EAV 100 moves in the direction from movement interval E to movement interval B, the EAV 100 can avoid collisions with previous EAV 100A located in movement interval A between AP1 and AP2 or at landing points near the AP2 mounting point.

[0099] Furthermore, a speed of 0 km / h determined in the moving interval B most adjacent to the previous moving interval A of the EAV 100A can indicate that the previous EAV 100A should remain in a waiting state at the landing point near the AP3 installation point until the previous EAV 100A deviates from moving interval A.

[0100] To determine the movement limit speed for each moving interval, APs (AP1 to AP6) can share occupancy information. For example, when the previous EAV 100A is located in moving interval A between AP1 and AP2, AP1 or AP2 can transmit the occupancy information to AP3 to AP6, calculate the movement limit speed for each moving interval based on the occupancy information received from AP1 or AP2, and transmit the calculated movement limit speed to EAV 100.

[0101] For example, AP4 can determine whether the previous EAV 100A occupied the SE of AP1 or AP2 based on the occupancy information received from AP1 or AP2, and can determine whether the EAV 100A is moving in the moving interval between AP1 and AP2, and therefore can calculate the moving limit speed of the moving interval C or D where AP4 is located based on predetermined rules.

[0102] refer to Figure 3C ,and Figure 3B Unlike EAV 100A, when the previous EAV 100A was located in compartment B instead of compartment A, the speed limits for compartments C, D and E of EAV 100 can be set to 0 km / h, 20 km / h and 40 km / h, respectively.

[0103] refer to Figure 3D When the previous EAV is not in the movement path 10 of EAV 100, and a communication failure or error occurs in at least one of AP2 and AP3 that defines the movement interval B, the movement speed limits for movement intervals C, D and E can be determined as 0 km / h, 20 km / h and 40 km / h, respectively.

[0104] To determine the movement limit speed for each mobile interval in the event of a communication failure or error, AP1 through AP6 can share identification information about the AP that has failed. For example, AP2 and / or AP3 that has failed can transmit the failure information and its identification information to AP1, AP4, AP5, and AP6.

[0105] Table 2 below can define the information transmitted from transceiver 110 of EAV 100 to transceiver 212 of AP 210 in order to control the movement path of EAV 100.

[0106] Table 2

[0107]

[0108]

[0109] The information defined in Table 2 can be generated by the drive controller 120 of EAV 100.

[0110] The information associated with a "mobility license request" can be a message requesting mobility licenses from the current mobility interval to the next mobility interval.

[0111] The EAV 100 can receive response messages from the AP indicating whether mobility is granted or denied. These response messages are responses to mobility grant request messages.

[0112] The information associated with the “occupancy information request” can be a message requesting whether a previous EAV or another EAV is using an SE cooperating with an AP, or whether it is moving between APs in a moving interval.

[0113] Information related to a “mobility limit speed request” can be a message that requests a mobile limit speed value that is the same or different for each mobile interval.

[0114] The information associated with a "mobility distance request" can be a message requesting the mobility distance from the origin of EAV 100 to its destination. EAV 100 can receive the distance value for each mobility interval from each AP as a response message to the mobility distance request message, and can sum the distance values ​​of the mobility intervals to calculate the total mobility distance.

[0115] Tables 3 and 4 below define the information exchanged between EAVCC 132 of EAV 100 and SECC 228 of AP 210 or SE 220 cooperating with AP 210 for charging the high-voltage battery 140 placed in EAV 100.

[0116] Table 3

[0117] information Transmitted Object Received object status flags Transmission period Wireless communication settings SECC EAVCC 0 / 1 100ms Licensed / Unlicensed SECC (via AP) EAVCC 0 / 1 100ms Waiting time SECC (via AP) EAVCC 0～255 100ms Charging reserve completed SECC (via AP) EAVCC 0 / 1 100ms Start charging SECC EAVCC 0 / 1 100ms Charging SECC EAVCC 0 / 1 100ms Charging complete SECC EAVCC 0 / 1 100ms Fault Status Notification SECC EAVCC 0,1,2,3 100ms

[0118] Each piece of information defined in Table 3 can be generated by SE's SECC 228.

[0119] Information related to “wireless communication setup” can conform to the wireless communication setup between EVCC and SECC as defined in standard documents ISO15118-1 and ISO15118-2.

[0120] Information related to “license and non-license” may be information transmitted via AP 210 to EAVCC 132 embedded in EAV 100, and may be a message indicating the license of SE 220.

[0121] Information related to "waiting time" may be information transmitted via AP 210 to EAVCC 132 embedded in EAV 100, and may include information such as the charging standby time for using SE 220. The waiting time information may be a time value in minutes, such as 5 minutes, 10 minutes, 20 minutes, and 30 minutes.

[0122] Information related to “reservation completed” may be information transmitted via AP 210 to EAVCC 132 placed in EAV 100, and may be a message notifying EAVCC 132 that charging reservation is complete.

[0123] Information related to “start charging” may include information indicating the charging performance status related to the start of charging of the high-voltage battery 140 equipped in the EAV 100.

[0124] Information related to “charging” may include information indicating the state of charge (SOC) of the high-voltage battery 140 equipped in the EAV 100.

[0125] Information related to "charging complete" may include information indicating the charging performance status related to the completion of charging of the high-voltage battery 140 equipped in the EAV 100. Here, information related to charging complete may include information indicating the charging performance status related to forced termination of charging based on a user's (the passenger of the EAV) request before the high-voltage battery 140 reaches the target depth of charge.

[0126] Information related to "Use License / No License", "Waiting Time" and "Charging Reservation Completed" may be related to "Charging Reservation", while information related to "Start Charging", "Charging in Progress", and "Charging Completed" may be related to charging performance status.

[0127] The information related to “charging complete” may include messages that indicate the fault status of SE 220, and may further include messages that indicate the fault status of AP 210 when AP 210 is connected to SE 220 via wired or wireless means.

[0128] Table 4

[0129] information Transmitted Object Received object status flags Transmission period Wireless communication settings EVACC SECC 0 / 1 100ms License Request EVACC SECC (via AP) 0 / 1 100ms Waiting time request EVACC SECC (via AP) 0～255 100ms Charging reservation request EVACC SECC (via AP) 0 / 1 100ms Start charging request EVACC SECC 0 / 1 100ms End charging request EVACC SECC 0 / 1 100ms Fault Status Notification EVACC SECC 0,1,2,3 100ms

[0130] The information defined in Table 4 can be generated by EAVCC 132 of EAV.

[0131] The information related to "Wireless Communication Settings" is consistent with the information related to wireless communication settings in Table 3.

[0132] The information related to the “license request” can be a message requesting a license to use the SE 220, and can be transmitted to the SE 220’s SECC 228 via the AP 210.

[0133] The information related to the "wait time request" can be a message requesting a wait time to use SE 220, and can be transmitted to SE 220 via AP 210 via SECC 228.

[0134] The information related to the “reservation request” can be a message requesting charging reservation (charging reservation request message), which may include information such as charging reservation time and target charging depth, and can be transmitted from AP 210 to SE 220 via SECC228.

[0135] The information related to "start charging request" could be a message requesting to start charging when the SE 220 and EAV 100 are in a charging-ready state.

[0136] The information related to "end charging request" could be a message requesting the end of charging after the high-voltage battery 140 has reached the target depth of charge.

[0137] Tables 5 and 6 below define the information exchanged between EAVCC 132 of EAV 100 and SECC 228 of AP 210 or SE 220 for discharging the high-voltage battery 140 placed in EAV 100 (i.e., using the high-voltage battery 140 as grid power).

[0138] Table 5

[0139]

[0140]

[0141] The information defined in Table 5 can be generated by SECC 228 of the SE, and each piece of information can be used to power a building or a specific area including the building by using the high-voltage battery 140 placed in the EAV 100 in a discharge scenario.

[0142] The information related to "Wireless Communication Settings" is consistent with the information related to wireless communication settings in Table 3.

[0143] The information related to the “discharge request” can be a notification message used to inform EAV 100 that ESS 222 needs to be charged to supply power to a building or a specific area, and can be transmitted via AP 210 to EAVCC132 embedded in EAV 100.

[0144] Information related to the “discharge time request” can be the target depth of discharge required by SE 220, or a message requesting the time taken for the high-voltage battery 140 to discharge, and can be transmitted via AP 210 to EAVCC 132 embedded in EAV 100.

[0145] The information related to the “discharge power request” can be a message requesting discharge power (kVA) that can be provided by EAV 100, and can be transmitted via AP 210 to EAVCC 132 embedded in EAV 100.

[0146] The information related to "start discharge request" can be a message requesting the start of discharge (start discharge command).

[0147] Information related to a “discharge termination request” can be a message requesting the termination of discharge (discharge termination command). Here, terminating discharge can include a forced termination regardless of the target discharge depth.

[0148] Information related to “fault status notification” can be a message that notifies SECC 228 of the fault status.

[0149] Table 6

[0150] information Transmitted Object Received object status flags Transmission period Wireless communication settings EVACC SECC 0 / 1 100ms Discharge time EVACC SECC (via AP) 0～255 100ms Discharge power EVACC SECC (via AP) 0～255 100ms Start discharging EVACC SECC 0 / 1 100ms Discharging EVACC SECC 0 / 1 100ms Discharge complete EVACC SECC 0 / 1 100ms Fault Status Notification EVACC SECC - 100ms

[0151] The information defined in Table 6 can be generated by EAVCC 132 placed in EAV 100.

[0152] The information related to "Wireless Communication Settings" is consistent with the information related to wireless communication settings in Table 3.

[0153] Information related to “discharge time” can be the target depth of discharge required by SE 220 based on the current capacity of high voltage battery 140, and can include information containing discharge time information of high voltage battery 140, and can be transmitted via AP 210 and transceiver 110 embedded in EAV 100 to SEC 228 embedded in SE 220.

[0154] Information related to “discharge power” may include information on the discharge power (kVA) that can be provided by EAV 100, and may be transmitted via AP 210 and transceiver 110 embedded in EAV 100 to SEC 228 embedded in SE 220.

[0155] Information related to "starting discharge" can be a message notifying the start of discharge.

[0156] Information related to "discharging" may include information indicating the state of discharge performance. Here, the state of discharge performance may be the depth of discharge (DOD), which is the opposite of state of charge (SOC).

[0157] The information related to "discharge complete" could be a message notifying that discharge is complete when the depth of discharge of the high-voltage battery 140 reaches the target depth of discharge required by the SE 220. Alternatively, the information could be a message notifying the termination of discharge at the request of the SE 220 administrator before the high-voltage battery reaches the target depth of discharge.

[0158] Information related to "start discharging", "discharging in progress", and "discharging ended" can be information indicating the state of discharge performance.

[0159] Information related to "fault status notification" can be a message that notifies EVACC 132 of the fault status.

[0160] Figure 4 and Figure 5 This is a flowchart illustrating a charging method for a high-voltage battery placed in an EAV according to an embodiment of the present invention.

[0161] To help understand the charging method, the following will combine... Figure 2 and reference Figure 4 and Figure 5 Describe the charging method. Furthermore, it can be assumed that the main component used to perform each of the following steps is OBC 130 or EAVCC 132 placed within OBC 130.

[0162] First, refer to Figure 4 In step S401, OBC 130 can receive occupancy information from AP 210 via transceiver 110.

[0163] As described above, occupancy information can be status information indicating whether another EAV is occupying (using) the SE 220 cooperating with AP 210 for charging or discharging, or it can be status information indicating whether another EAV is moving within a movement interval between APs. That is, occupancy information can be information indicating whether another EAV is occupying the SE 220 for charging (use). Occupancy information indicating that another EAV is occupying (using) the SE 220 can be based on status information provided to the AP by the SE 200's SECC 228, and indicates that charging / discharging is in progress.

[0164] Subsequently, in step S402, OBC 130 can determine whether another EAV is using SE 220 based on the received occupancy information. When another EAV is using SE 220, in step S407, OBC 130 can receive occupancy information from another AP indicating whether it is using another SE cooperating with the other AP, and then step S402 can be executed again.

[0165] Subsequently, in step S403, when it is detected that other EAVs are not using SE 220, OBC 130 can request waiting time information from SE 220 via transceiver 110 and AP 210 for using SE 220, and then can receive the waiting time information from SE 220 as a corresponding response message via AP 210 and transceiver 110.

[0166] Subsequently, in step S404, OBC 130 can compare the predetermined time (e.g., 30 minutes) with the waiting time. When the waiting time is long, EAV 100 may require another SE to reserve charge.

[0167] In step S405, when the waiting time is less than the predetermined time, OBC 130 can transmit a charging reservation request message to SE 220 via transceiver 110 and AP210, and when the waiting time is greater than the predetermined time, step S407 can be executed.

[0168] Subsequently, in step S406, OBC 130 may check whether a charging reservation completion message corresponding to the charging reservation request message has been received from SE 220 via transceiver 110 and AP 210. If no charging reservation completion message is received, step S407 may be executed.

[0169] Subsequently, in step S408, EAV 100 can move to AP 220 under the control of drive controller 120, and then land at a landing point near AP 220. Here, the landing point can be the ground where the receiving coil 226B of SE 220 is installed.

[0170] Subsequently, in step S409, charging of the high-voltage battery 140 placed in the EAV 100 can begin based on a wireless power transmission scheme.

[0171] Subsequently, in step S410, charging of the high-voltage battery 140 can end when the high-voltage battery 140 reaches the target depth of charge. In this case, charging can be terminated before the high-voltage battery 140 reaches the target depth of charge, based on a user request from the EAV 100.

[0172] Subsequently, in step S411, when the charging of the high-voltage battery 140 is completed, the high-voltage battery 140 can receive movement limit speed information for each movement interval from other APs 230, 250 and 270 set in the movement path based on the request of the drive controller 120.

[0173] Subsequently, in step S412, EAV 100 can begin to move based on the movement limit speed information received from the other APs 230, 250 and 270 for each movement interval, thus completing a series of processes of the charging method.

[0174] Figure 6 This is a flowchart illustrating the exchange of information between the AP, SE, and OBC according to an embodiment of the present invention for discharging a high-voltage battery placed in an EAV.

[0175] refer to Figure 6 In step S601, SE 220 can transmit a discharge request message to OBC 130 via AP 210. Here, the discharge request message may be a message notifying the building or specific area where AP 210 or SE 220 is installed that power is needed.

[0176] Such discharge request messages may not be transmitted to only one OBC 130 equipped in one EAV 100, but may be transmitted simultaneously to OBCs equipped in multiple EAVs.

[0177] Subsequently, in step S602, when the amount of electricity stored in the high-voltage battery 140 is sufficient, the OBC 130 can transmit a discharge permission message to the SE 220 via the AP210.

[0178] Subsequently, in step S603, SE 220 may transmit a message requesting discharge time and discharge power to OBC 130 via AP 210. The reason for SE 220 transmitting the message may be to check whether SE 220 meets the requirements (hereinafter referred to as discharge conditions) required for discharging the high-voltage battery 140 placed in the corresponding EAV 100.

[0179] Subsequently, in step S604, OBC 130 can transmit information related to discharge time and discharge power to SE 220 via AP 210.

[0180] Here, the discharge time can be the time required until the amount of charge stored in the high-voltage battery 140 reaches the target depth of discharge required by SE 220, and the discharge power can be a parameter in kVA.

[0181] Subsequently, in step S605, SE 220 can determine whether the discharge time and discharge power received from OBC 130 meet the discharge conditions so as to provide power smoothly in an emergency.

[0182] When the discharge time of the high-voltage battery 140 is greater than or equal to the predetermined time or cannot provide the discharge power required by the SE 220, it can be determined that the high-voltage battery does not meet the discharge conditions.

[0183] When the high-voltage battery 140 does not meet the discharge conditions, in step S606, SE 220 can transmit the message requesting discharge time and discharge power to another EAV that has already transmitted the discharge permission message.

[0184] When the high-voltage battery 140 meets the discharge conditions, the EAV 100 can move to the landing point designated by the AP 210 and land. Here, the landing point can be the point where the receiving coil 226B of the SE 220 is installed.

[0185] Subsequently, in step S607, when EAV 100 reaches the landing point, SE 220 may transmit a start-discharge request message to OBC 130. In this case, the start-discharge request message may bypass AP 210 and may be transmitted directly to OBC 130 based on a second wireless communication scheme (e.g., a wireless local area network (WLAN) as specified in IEEE Std 802.11) established between SE 220's SECC 228 and OBC 130's EAVCC.

[0186] Subsequently, in step S608, discharge can be performed based on the wireless transfer of power from the high-voltage battery 140 to the SE 220 via the ESS 222.

[0187] Subsequently, in step S609, when the depth of discharge provided by the high-voltage battery 140 reaches the target depth of discharge, SE220 can transmit a discharge end request message to OBC 130. OBC 130 can terminate the discharge based on the discharge end request message.

[0188] Subsequently, in step S610, when the charging of the high-voltage battery 140 is completed, the high-voltage battery 140 can receive movement limit speed information about each movement interval from other APs 230, 250 and 270 set in the movement path based on the request of the drive controller 120, and can complete a series of processes related to the discharge of the high-voltage battery by starting to move based on the received movement limit speed information about each movement interval.

[0189] As described above, according to embodiments of the present invention, multiple messages exchanged between the power supply equipment, the AP, and the OBC embedded in the EAV can be defined for use in motion interval control, wireless charging, and wireless discharging. Therefore, the high-voltage battery embedded in the EAV can be charged and used as grid power.

[0190] It will be apparent to those skilled in the art that various modifications and variations can be made to the invention without departing from its spirit or scope. Therefore, the invention is intended to cover such modifications and variations, provided that they fall within the scope of the appended claims and their equivalents.

Claims

1. A device for discharging the battery of an electric air vehicle, comprising: A transceiver is configured to perform wireless communication with an access point connected to a power supply device; A vehicle charger is connected to the transceiver; as well as The high-voltage battery is configured to be charged by the on-board charger based on control. The on-board charger is configured to exchange information related to the discharge of the high-voltage battery with the power supply equipment via the transceiver and the access point. The information related to the discharge of the high-voltage battery includes: A message requesting discharge time, wherein the discharge time is the time taken to discharge the high-voltage battery to the target depth of discharge required by the power supply device, the message requesting discharge time being received from the power supply device via the access point; and Information related to the discharge time, which is information transmitted to the power supply equipment via the access point.

2. The device according to claim 1, wherein, The information related to the discharge of the high-voltage battery includes a message related to a discharge request, which is used to notify that the energy storage device of the power supply equipment needs to be charged to supply power to a specific area. The message related to the discharge request is a message received from the power supply equipment via the access point.

3. The device according to claim 1, wherein, The information related to the discharge of the high-voltage battery includes: A message requesting discharge power from the high-voltage battery, wherein the message requesting discharge power is received from the power supply equipment via an access point; and Information related to the discharge power is transmitted to the power supply equipment via the access point.

4. The device according to claim 1, wherein, The information related to the discharge of the high-voltage battery includes information related to discharge performance states indicating the start of discharge, discharge in progress, and discharge completion.

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