Method for charging and discharging batteries of electric aerial vehicles

Abstract

The present application discloses a method for charging and discharging batteries of electric aerial vehicles. A method for charging the batteries of a master electric aerial vehicle includes determining, based on occupancy information received from an access point, whether a second electric aerial vehicle is using a power supply device cooperating with the access point; when it is determined that the second electric aerial vehicle is not using the power supply device, after the electric aerial vehicle moves to the access point and lands at a designated landing point, charging a high-voltage battery equipped in the master electric aerial vehicle using power provided by the power supply device; when charging of the high-voltage battery is complete, receiving a movement limit speed for each of a plurality of movement intervals between other access points provided in the movement path of the master electric aerial vehicle from other access points; and moving the master electric aerial vehicle within the movement intervals based on the respective movement limit speeds.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims the benefit of Korean Patent Application No. 10-2021-0109630, filed on August 19, 2021, which is hereby incorporated by reference as if fully set forth herein. Technical Field

[0003] The present invention relates to a technology for a method of charging a battery built into an electric aerial vehicle for urban air mobility (UAM). Background Art

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

[0005] An air vehicle currently under development for UAM includes an electric motor that generates electric power based on electrical energy provided from a high-voltage battery and a plurality of rotors configured by the electric motor, so that one or more passengers can board the corresponding air vehicle and can take off, land, and fly vertically.

[0006] Like batteries in electric vehicles, batteries in UAM vehicles should be rechargeable and can be charged while passengers are boarding or exiting the vehicle at the location where the UAM vehicle takes off or lands.

[0007] Furthermore, in the electric vehicle sector, charging-related communication interfaces between vehicles and charging stations have been established according to international standards. However, in the UAM technology currently under development, the discussion of charging-related communication interfaces between UAM-based aerial vehicles and charging stations has been insufficient. Furthermore, the discussion of discharge-related communication interfaces between UAM-based aerial vehicles and charging stations has also been insufficient.

[0008] The details described as the background art are only for promoting understanding of the background of the invention and should not be understood as an acknowledgement that the background art corresponds to the relevant art known to those skilled in the art. Summary of the Invention

[0009] This summary is provided to introduce some concepts in a simplified form that are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

[0010] One aspect of the present invention is directed to providing a method and apparatus for discharging an electric aerial vehicle battery.

[0011] In one general aspect, a method for charging a battery of a subject electric air vehicle includes: determining, based on occupancy information received from an access point, whether a second electric air vehicle is using a power supply device cooperating with the access point; when it is determined that the second electric air vehicle is not using the power supply device, charging a high-voltage battery equipped in the subject electric air vehicle using power provided from the power supply device after the electric air vehicle moves to the access point and lands at a designated landing point; when charging of the high-voltage battery is completed, receiving, from other access points provided in a movement path of the subject electric air vehicle, a movement limit speed for each of a plurality of movement intervals between the other access points; and moving the subject electric air vehicle within the movement interval based on the respective movement limit speeds.

[0012] When all power supply devices cooperating with other access points are not used, the movement limit speed of each movement interval between other access points may be the same maximum movement limit speed.

[0013] When one of the plurality of power supply devices cooperating with other access points is being used by any electric air vehicle, the movement limit speed per movement interval between the other access points may be different.

[0014] The movement limit speed may gradually decrease in a direction from a movement interval closest to the current position of the master electric air vehicle to a movement interval farthest from the current position of the master electric air vehicle.

[0015] The movement limit speed received from each other access point may be calculated by each corresponding access point based on the occupancy information received from the corresponding access point.

[0016] The occupancy information of each access point may be status information indicating that a previous electric air vehicle is using power supply equipment connected to other access points.

[0017] The occupancy information of each access point may be location information about previous electric air vehicles.

[0018] The occupancy information of each access point may be information indicating a status of communication established between the previous electric air vehicle and other access points.

[0019] In another general aspect, a method for discharging a battery of an electric air vehicle includes: receiving information including a discharge time and a discharge power from an on-board charger equipped in the electric air vehicle via an access point by using a power supply device; determining whether a high-voltage battery meets a discharge condition based on the discharge time and the discharge power by using the power supply device; when the high-voltage battery meets the discharge condition, discharging the high-voltage battery so that the high-voltage battery supplies power to an electric energy device of the power supply device after the electric air vehicle moves to a position specified by the access point; when charging of the high-voltage battery is completed, receiving a movement limit speed for each of a plurality of movement intervals between other access points provided in a movement path of the electric air vehicle from other access points; and moving the electric air vehicle within the movement interval based on the respective movement limit speeds.

[0020] When all power supply devices cooperating with other access points are not used, the movement limit speed of each movement interval between other access points may be the same maximum movement limit speed.

[0021] When one of the plurality of power supply devices cooperating with other access points is being used by any electric air vehicle, the movement limit speed per movement interval between the other access points may be different.

[0022] The movement limit speed may gradually decrease in a direction from a movement interval closest to the current position of the electric air vehicle to a movement interval farthest from the current position of the electric air vehicle.

[0023] The movement limit speed received from each other access point may be calculated by each corresponding access point based on the occupancy information received from the corresponding access point.

[0024] The occupancy information of each access point may be status information indicating that a previous electric air vehicle is using power supply equipment connected to other access points.

[0025] It is to be understood that both the foregoing general description and the following detailed description of the present invention are exemplary and explanatory and are intended to provide further explanation of the invention as claimed.

[0026] Other features and aspects will be apparent from the following detailed description, drawings, and claims. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 is a block diagram illustrating a UAM system according to an embodiment of the present invention.

[0028] Figure 2 It is schematically shown Figure 1 is a block diagram of the internal configuration of an access point (AP), a power supply device, and an electric air vehicle shown in .

[0029] Figure 3A 、 Figure 3B 、 Figure 3C and Figure 3D is a conceptual diagram for describing a method of determining a movement limit speed of an electric air vehicle (EAV) according to an embodiment of the present invention.

[0030] Figure 4 and Figure 5 is a flowchart illustrating a method for charging a high-voltage battery built into an electric air vehicle according to an embodiment of the present invention.

[0031] Figure 6 is a flow chart of information exchange among an AP, a power supply device, and an on-board charger for discharging a high-voltage battery placed in an electric air vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION

[0032] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily implement them. However, the present invention can be implemented in many different forms and should not be construed as being limited to the embodiments described herein. In the accompanying drawings, for the sake of clarity, parts that are not related to the description of the present invention will be omitted. Similar reference numerals always represent similar elements. In addition, when providing a description with reference to the accompanying drawings, although the elements are represented by the same names, the reference numerals of the elements may be changed, and the reference numerals are described only for ease of description. It should not be interpreted as that the concepts, features, functions or effects of the elements are limited by the reference numerals.

[0033] Figure 1 is a block diagram illustrating a UAM system according to an embodiment of the present invention.

[0034] refer to Figure 1 , a UAM system according to an embodiment of the present invention may include an electric air vehicle (EAV) 100 , a plurality of APs 210 , 230 , 250 , and 270 , and a plurality of power supply equipment (SE) 220 , 240 , 260 , and 280 .

[0035] The EAV 100 may be, for example, an unmanned aerial vehicle that uses electric power to carry small cargo or a medium-sized or large-sized aerial vehicle that uses electric power to carry a plurality of persons including a pilot and passengers.

[0036] The EAV 100 can perform vertical takeoff or landing and horizontal cruising by using multiple rotors driven by distributed electric propulsion (DEP). Here, DEP can be a technology that independently drives multiple rotors using power provided by a high-voltage battery.

[0037] The present invention may be characterized by other than DEP, and thus, the detailed description of DEP and the structure of the EAV 100 to which DEP is applied may be replaced by known technologies (e.g., the description of “vertical takeoff air mobility” disclosed in patent document “Korean Patent Application No. 10-2020-0001066”).

[0038] The plurality of APs 210, 230, 250, and 270 may perform wireless communication with the EAV 100 to control a movement path (flight path) of the EAV 100. The wireless communication between the plurality of APs 210, 230, 250, and 270 and the EAV 100 may be, for example, long term evolution (LTE), fourth generation (4G) communication, or fifth generation (5G) communication.

[0039] The plurality of SEs 220 , 240 , 260 , and 280 may provide electrical energy (electricity) to a battery (high voltage battery) of the EAV 100 to charge the EAV 100 , and may exchange charging-related information with the EAV 100 .

[0040] Furthermore, the plurality of SEs 220 , 240 , 260 , and 280 may be supplied with electric energy (power) from a battery (high voltage battery) of the EAV 100 in order to discharge the EAV 100 , and may exchange discharge-related information with the EAV 100 .

[0041] One AP may be installed near one SE corresponding thereto. The installation location of one SE corresponding to one AP may be a location that enables the EAV 100 to take off vertically, for example, may be a rooftop of a building.

[0042] If electric energy (electricity) is supplied from the EAV 100 to the SE to discharge the EAV 100 , the supplied electric energy (electricity) can be used as electric power for a building where the AP is installed.

[0043] Depending on circumstances, when an emergency such as a power outage occurs in an area including a building where the AP is installed, the electric energy (electricity) supplied by the EAV 100 may be used as grid power in the area.

[0044] Figure 2 It is schematically shown Figure 1 Block diagram of the internal configuration of AP, SE and EAV shown in .

[0045] refer to Figure 2 , AP 210 may include a transceiver 212 and a controller 214 .

[0046] The transceiver 212 can communicate with the EAV 100 based on the first wireless communication scheme 50. The first wireless communication scheme can be, for example, LTE, 4G communication, or 5G communication. The transceiver 212 can be implemented using, for example, hardware components that have functions such as signal amplification, modulation, demodulation, and filtering for wireless communication.

[0047] The controller 214 may control overall operations of the transceiver 212 and may include at least one central processing unit (CPU) and a memory, and may be connected to a power supply equipment communication controller (SECC) 228 built into the SE 220 described below based on a wired / wireless scheme.

[0048] The controller 214 may transmit various information, messages, or data transmitted from the SECC 228 to the EAV 100 through the transceiver 212 to control the movement path of the EAV 100 and control discharging / charging.

[0049] Furthermore, the controller 214 may receive various information, messages, or data received from the EAV 100 via the transceiver 212 in order to control a moving path of the EAV 100 and control discharging / charging, and may transmit some of the received information to the SECC 228 built into the SE 220 described below.

[0050] SE 220 may include an energy storage system (ESS) 222 , a power conversion device 224 , a transmission coil 226A / reception coil 226B, and a SECC 228 .

[0051] The ESS 222 may be a device that stores electric energy (hereinafter referred to as electricity) generated by using new renewable energy sources such as thermal energy or nuclear energy, solar energy, and wind energy, and stores electricity received from the EAV 100 .

[0052] In the present invention, in a case where the high voltage battery 140 built into the EAV 100 is used as grid power, the ESS 222 may be a rechargeable ESS (RESS) for storing power received from the EAV 100 .

[0053] The power conversion device 224 may be a bidirectional power converter that steps up or down power transmitted from the ESS 222 for forward power transfer (FPT) and steps up or down power transmitted from the EAV 100 for reverse power transfer (RPT).

[0054] FPT may represent power transmission from SE 220 to EAV 100, and RPT may represent power transmission from EAV 100 to SE 220. Here, RPT may represent power transmission from EAV 100 to homes, loads, and grids included in an area defined relative to the installation location of AP 210.

[0055] exist Figure 2 In FIG, the FPT is indicated by a thick solid one-way arrow representing the flow of power during charging, and the RPT is indicated by a thick dashed one-way arrow representing the flow of power during discharging.

[0056] The transmission coil 226A may transmit the power converted by the power conversion device 224 to the reception coil 134A built into the EAV 100 based on a wireless power transmission scheme. The reception coil 226B may be powered from the transmission coil 134B built into the EAV 100 based on a wireless power transmission scheme.

[0057] Wireless power transmission schemes may include, for example, inductive power transmission (MF-WPT) that transmits power through a magnetic field, capacitive power transmission (EF-WPT) that transmits power through an electric field, microwave power transmission (MW-WPT) that transmits power through electromagnetic waves from 1 GHz to 300 GHz, and infrared power transmission (IR-WPT) that transmits power through electromagnetic waves from 300 GHz to 400 THz.

[0058] The SECC 228 may communicate with the controller 214 built into the AP 210 based on a wired / wireless scheme, and may exchange various information, messages, and data related to charging / discharging with an electric air vehicle communication controller (EAVCC) 132 of the EAV 100 described below based on a second wireless communication scheme 60 .

[0059] In addition, the SECC 228 may exchange some information related to charging / discharging with the EAVCC 132 through the AP 210. Here, some information may be information related to charging / discharging reservation.

[0060] The second wireless communication scheme may be, for example, short-range wireless communication, and may be a two-way digital communication using a protocol, a message, a physical layer, and a data link layer.

[0061] The SECC 228 of the SE 220 and the EAVCC 132 of the EAV 100 may communicate wirelessly using, for example, a wireless local area network (WLAN) in the 2.4 GHz and 5 GHz frequency bands specified in IEEE Std 802.11.

[0062] SECC 228 may control the operation of power conversion device 224 based on various information and messages exchanged with EAVCC 132 of EAV 100 .

[0063] For example, SECC 228 may control a switching device ( Figure 2 Switching operation (not shown).

[0064] In addition, SECC 228 may control a switching device ( Figure 2 Switching operation (not shown).

[0065] The EAV 100 may include a transceiver 110 , a drive controller 120 , an on-board charger (OBC) 130 , and a high-voltage battery 140 .

[0066] The transceiver 110 may communicate with the transceiver 212 of the AP 210 based on the first wireless communication scheme 50 .

[0067] The driving controller 120 may control the movement (flight) of the EAV 100 based on various motion control information exchanged with the AP 210 through the transceiver 110. For example, the driving controller 120 may control the movement speed (flight speed) of the EAV 100 based on movement limit speed information received from the AP 210.

[0068] The OBC 130 may include an EAVCC 132 , a transmitting coil 134B / a receiving coil 134A, and a power conversion device 136 .

[0069] The receiving coil 134A may receive power from the transmitting coil 226A of the SE 220 based on a wireless power transmission scheme.

[0070] The transmission coil 134B may transmit power transmitted from the high-voltage battery 140 through the power conversion device 136 to the reception coil 226B of the SE 220 based on a wireless power transmission scheme.

[0071] The power conversion device 136 may rectify alternating current (AC) power transmitted through the receiving coil 134A, convert the rectified AC power into direct current (DC) power, and step up and / or down the converted DC power.

[0072] Furthermore, the power conversion device 136 may step up and / or step down the DC power transmitted from the high voltage battery 140 and may transmit the stepped up or stepped down DC power to the transmission coil 134B, which may transmit the DC power to the reception coil 226B of the SE 220 .

[0073] The power conversion device 136 may be referred to as a bidirectional power converter, similar to the power conversion device 224 of the SE 220 described above.

[0074] The high-voltage battery 140 may be an energy storage device that is charged using the power transmitted from the power conversion device 136 during charging, and conversely transmits the charged power to the SE 220 through the power conversion device 136 and the transmission coil 134B during discharging.

[0075] The EVACC 132 may exchange various information, messages, or data related to charging / discharging with the SECC 228 based on the second wireless communication scheme 60, and may exchange some information related to charging / discharging with the SECC 228 through the transceiver 110 and the AP 210. Here, some of the information may be information related to charging / discharging reservation.

[0076] Furthermore, EVACC 132 may control the operation of power conversion device 136 based on various information and messages exchanged with SECC 228 .

[0077] For example, EVACC 132 may control a switching device ( Figure 2 ) or a switching device (not shown) that connects the power conversion device 136 to the transmission coil 134B Figure 2 Switching operation (not shown).

[0078] Hereinafter, information exchange between the AP 210 and the EAV 100 based on a first wireless communication scheme in order to control a moving path of the EAV 100 will be described, and information exchange between the SECC 228 of the SE 220 and the EAVCC 132 of the EAV 100 based on a second wireless communication scheme in order to charge / discharge the high-voltage battery 140 built into the EAV 100 will be described.

[0079] Table 1 below may define information transmitted from the AP 210 to the EAV 100 in order to control the movement path of the EAV 100 .

[0080] Table 1

[0081]

[0082]

[0083] The various pieces of information defined in Table 1 may be generated by the controller 214 of the AP 210 and may be transmitted to the EAV 100 via the transceiver 212 .

[0084] Information related to "movement permission" (hereinafter referred to as movement permission information) may be information indicating that the EAV 100 can move from a location where a current AP is installed to a location where a next AP is installed.

[0085] The mobility permission information may be transmitted from the current AP or the next AP to the EAV 100. In the case where the current AP transmits the mobility permission information to the EAV 100, the current AP may receive the mobility permission information from the next AP and then may transmit the received mobility permission information to the EAV 100.

[0086] The occupation information may be information indicating a state in which another EAV or a previous EAV occupies a landing point, or information indicating a state in which another EAV or a previous EAV occupies a movement interval between adjacent APs.

[0087] The landing point may be a point at a certain distance from the AP. The point at a certain distance from the AP may be a point where the transmission coil 226A or the reception coil 226B of the SE 220 is installed. The transmission coil or the reception coil may be installed on the ground where another EAV or a previous EAV landed.

[0088] The occupied state of the landing point may indicate a state in which another EAV or a previous EAV lands at the landing point for charging / discharging, and the occupied state of the moving interval may indicate a state in which another EAV or a previous EAV moves (flies) within the moving interval.

[0089] Furthermore, the occupancy information may be information indicating a state in which another EAV or a previous EAV is communicatively connected to the corresponding AP. That is, the occupancy information may be information indicating a state of communication connection between another EAV and the corresponding AP when the other EAV or the previous EAV enters the communication range (coverage) of the corresponding AP.

[0090] In addition, the occupancy information may be location information about another EAV or a previous EAV. The location information may be determined based on location information about a location where the corresponding AP is installed while the other EAV or the previous EAV is communicatively connected to the corresponding AP. The controller 214 of the AP 210 may calculate the location information based on the location information about the previously set AP.

[0091] In addition, the occupancy information may be information indicating a state of alignment completion between the transmission coil 226A of the SE 220 and the reception coil 134A of the EAV 100, or information indicating a state of alignment completion between the reception coil 226B of the SE 220 and the transmission coil 134B of the EAV 100. The controller 214 of the AP 210 may receive the occupancy information through the SECC 228 of the SE 220 or another communication interface ( Figure 2The controller 214 of the AP 210 may receive information indicating the alignment status between the coils (not shown) to generate occupancy information based on the alignment status between the coils. In this case, the controller 214 of the AP 210 may receive information indicating the alignment status between the coils from the SECC 228 of the SE 220 based on a wired / wireless communication scheme.

[0092] In addition, the occupancy information may be information indicating whether another EAV is using the SE 220 connected to the AP 210. That is, the occupancy information may be information indicating whether another EAV is occupying the SE 220 for charging (in use). The AP 210 may receive status information from the SE 220 indicating that the SE 220 is being used (charged) by the previous EAV, and may generate the occupancy information based on the received status information.

[0093] Information related to the “movement limit speed” (hereinafter referred to as movement speed limit information) may be information for limiting the movement speed of the EAV 100 at each interval between APs.

[0094] The controller 120 of the EAV 100 may control driving of the plurality of rotors based on the movement speed limit information received from the AP to control movement of the EAV 100 .

[0095] The moving speed limit information about the EAV 100 can be determined based on the previous current position of the EAV, and this determination method will be referred to below. Figures 3A to 3D To describe.

[0096] Figures 3A to 3D is a conceptual diagram for describing a method of determining a movement limit speed of an EAV 100 according to an embodiment of the present invention.

[0097] First, refer to Figure 3A , when there is no previous EAV in the moving path 10 of the EAV 100 , the moving limit speeds of all intervals A, B, C, D, and E between the APs ( AP1 to AP6 ) may be determined to be the same maximum moving limit speed (eg, 100 km / h).

[0098] The EAV 100 can move along the movement path 10 at a maximum movement limit speed (eg, 100 km / h) received from the APs ( AP1 - AP6 ).

[0099] refer to Figure 3BWhen the previous EAV 100A is located in the movement path 10 of the EAV 100, for example, when the previous EAV 100A moves in the movement interval A between AP1 and AP2 or lands at a landing point close to the installation point of AP2, the movement limit speed of the EAV 100 for each interval may be reduced toward the current position of the previous EAV 100A. For example, the movement limit speeds of movement intervals B, C, D, and E may be determined to be 0 km / h, 20 km / h, 40 km / h, and 60 km / h, respectively.

[0100] As described above, based on the movement limit speed that decreases as the EAV 100 moves in the direction from the movement interval E to the movement interval B, the EAV 100 can avoid collision with the previous EAV 100A located in the movement interval A between AP1 and AP2 or at the landing point near the installation point of AP2.

[0101] Furthermore, 0 km / h determined in the movement interval B most adjacent to the movement interval A of the previous EAV 100A may indicate that the previous EAV 100A should maintain a waiting state at the landing point near the AP3 installation point until the previous EAV 100A deviates from the movement interval A.

[0102] To determine the speed limit for each movement interval, APs (AP1-AP6) can share occupancy information. For example, when EAV 100A is located in movement interval A between AP1 and AP2, AP1 or AP2 can transmit the occupancy information to AP3-AP6, which then calculates the speed limit for each movement interval based on the occupancy information received from AP1 or AP2 and transmits the calculated speed limit to EAV 100.

[0103] 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 moved in the movement interval between AP1 and AP2, and thus can calculate the movement limit speed of the movement interval C or D in which AP4 is located based on a predetermined rule.

[0104] refer to Figure 3C ,and Figure 3B Differently, when the previous EAV 100A is located at the movement interval B instead of the movement interval A, the movement limit speeds of the movement intervals C, D, and E of the EAV 100 may be determined as 0 km / h, 20 km / h, and 40 km / h, respectively.

[0105] refer to Figure 3D, when the previous EAV is not in the moving path 10 of the EAV 100 and a communication failure or a communication error occurs in at least one of AP2 and AP3 defining the moving interval B, the moving limit speeds of the moving intervals C, D, and E may be determined to be 0 km / h, 20 km / h, and 40 km / h, respectively.

[0106] To determine the travel speed limit for each travel interval when a communication failure or communication error occurs, AP1 to AP6 can share identification information about the AP where the failure occurred. For example, AP2 and / or AP3 that has failed can transmit failure information and its identification information to AP1, AP4, AP5, and AP6.

[0107] Table 2 below may define information transmitted from the transceiver 110 of the EAV 100 to the transceiver 212 of the AP 210 in order to control the movement path of the EAV 100 .

[0108] Table 2

[0109]

[0110] The various pieces of information defined in Table 2 may be generated by the drive controller 120 of the EAV 100 .

[0111] The information related to the "movement permission request" may be a message requesting permission to move from a current movement interval to a next movement interval.

[0112] The EAV 100 may receive a response message indicating permission or non-permission of the movement from the AP, the response message being a response to the movement permission request message.

[0113] Information related to the "occupancy information request" may be a message requesting information indicating whether a previous EAV or another EAV is using the SE in cooperation with the AP, or is moving in a movement interval between APs.

[0114] The information related to the “moving speed limit request” may be a message requesting a moving speed limit value determined to be the same or different for each moving interval.

[0115] The information related to the “moving distance request” may be a message requesting a moving distance from the starting point of the EAV 100 to the destination of the EAV 100. The EAV 100 may receive a distance value for each moving interval from each AP as a response message to the moving distance request message, and may sum the distance values of the moving intervals to calculate a total moving distance.

[0116] Tables 3 and 4 below may define information exchanged between the EAVCC 132 of the EAV 100 and the AP 210 or the SECC 228 of the SE 220 cooperating with the AP 210 in order to charge the high voltage battery 140 built into the EAV 100 .

[0117] Table 3

[0118]

[0119]

[0120] The various pieces of information defined in Table 3 may be generated by the SECC 228 of the SE.

[0121] The information related to the “wireless communication setting” may comply with the wireless communication setting between the EVCC and the SECC defined in the standard documents ISO 15118-1 and ISO 15118-2.

[0122] The information related to “usage permission and non-permission” may be information transmitted to the EAVCC 132 built into the EAV 100 through the AP 210 , and may be a message indicating usage permission of the SE 220 .

[0123] The information related to the “waiting time” may be information transmitted to the EAVCC 132 built into the EAV 100 via the AP 210, and may be information including a charging standby time for using the SE 220. The waiting time information may be, for example, a time value in minutes, such as 5 minutes, 10 minutes, 20 minutes, and 30 minutes.

[0124] The information related to “reservation completed” may be information transmitted to the EAVCC 132 built into the EAV 100 through the AP 210 , and may be a message notifying the EAVCC 132 that the charging reservation is completed.

[0125] The information related to “start charging” may include information indicating a charging performance state related to starting charging of the high voltage battery 140 equipped in the EAV 100 .

[0126] The information related to “charging” may include information indicating a charging performance state related to a state of charge (SOC) of the high voltage battery 140 equipped in the EAV 100 .

[0127] The information related to "charging completion" may include information indicating a charging performance status related to the completion of charging of the high-voltage battery 140 equipped in the EAV 100. Here, the information related to charging completion may include information indicating a charging performance status related to forced termination when charging is forced to be terminated based on a request of a user (a passenger of the EAV) before the high-voltage battery 140 reaches a target depth of charge.

[0128] The information related to “charging completed” may be a message including information indicating a fault state of the SE 220 , and may further include a message including information indicating a fault state of the AP 210 when the AP 210 is connected to the SE 220 by wire or wirelessly.

[0129] Table 4

[0130] information Transfer Object Receiving Object Status Flags Transmission cycle Wireless Communication Settings EVACC SECC 0 / 1 100ms Permission 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

[0131] The pieces of information defined in Table 4 may be generated by the EAVCC 132 of EAV.

[0132] The information related to “wireless communication settings” may be consistent with the information related to wireless communication settings in Table 3.

[0133] Information related to the “use permission request” may be a message requesting use permission of the SE 220 , and may be transmitted to the SECC 228 of the SE 220 through the AP 210 .

[0134] The information related to “wait time request” may be a message requesting wait time to use the SE 220 and may be transmitted to the SECC 228 of the SE 220 through the AP 210 .

[0135] The information related to the “reservation request” may be a message requesting charging reservation (charging reservation request message), may include information such as charging reservation time and target charging depth, and may be transmitted to the SECC 228 of the SE 220 through the AP 210 .

[0136] The information related to the “request to start charging” may be a message requesting to start charging in a charging ready state between the SE 220 and the EAV 100 .

[0137] The information related to “end charging request” may be a message requesting end charging after or before the high voltage battery 140 reaches a target depth of charge.

[0138] Tables 5 and 6 below may define information exchanged between the EAVCC 132 of the EAV 100 and the SECC 228 of the AP 210 or SE 220 in order to discharge the high voltage battery 140 built into the EAV 100 (ie, use the high voltage battery 140 as grid power).

[0139] Table 5

[0140]

[0141]

[0142] The pieces of information defined in Table 5 may be pieces of information generated by the SECC 228 of the SE, and may be used to supply power at a building or a specific area including the building by using the high-voltage battery 140 built into the EAV 100 in a discharge scenario.

[0143] The information related to “wireless communication settings” may be consistent with the information related to wireless communication settings in Table 3.

[0144] The information related to the “discharge request” may be a notification message for notifying the EAV 100 that the ESS 222 needs to be charged to supply power to a building or a specific area, and may be transmitted to the EAVCC 132 built into the EAV 100 through the AP 210 .

[0145] Information related to the “discharge time request” may be a target depth of discharge required by the SE 220 , may be a message requesting the time it takes to discharge the high voltage battery 140 , and may be transmitted to the EAVCC 132 built into the EAV 100 through the AP 210 .

[0146] The information related to the “discharge power request” may be a message requesting the discharge power (kVA) that can be provided by the EAV 100 , and may be transmitted to the EAVCC 132 built into the EAV 100 through the AP 210 .

[0147] The information related to the “start discharge request” may be a message requesting the start of discharge (start discharge command).

[0148] The information related to the "end discharge request" may be a message requesting the end of discharge (end discharge command). Here, the end of discharge may include forced end regardless of the target discharge depth.

[0149] Information related to “fault status notification” may be a message notifying the SECC 228 of the fault status.

[0150] Table 6

[0151] information Transfer Object Receiving Object Status Flags Transmission cycle 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 completed EVACC SECC 0 / 1 100ms Fault status notification EVACC SECC - 100ms

[0152] The various pieces of information defined in Table 6 may be generated by the EAVCC 132 placed into the EAV 100 .

[0153] The information related to “wireless communication settings” may be consistent with the information related to wireless communication settings in Table 3.

[0154] The information related to “discharge time” may be a target depth of discharge required by the SE 220 based on the current capacity of the high-voltage battery 140 , may include information including discharge time information of the high-voltage battery 140 , and may be transmitted to the SECC 228 built into the SE 220 via the AP 210 and the transceiver 110 built into the EAV 100 .

[0155] The information related to “discharge power” may include information including discharge power (kVA) that can be provided by the EAV 100 , and may be transmitted to the SECC 228 built into the SE 220 via the AP 210 and the transceiver 110 built into the EAV 100 .

[0156] The information related to “start of discharging” may be a message notifying the start of discharging.

[0157] The information related to "discharging" may include information indicating a discharge performance state. Here, the discharge performance state may be a depth of discharge (DOD), which is an opposite concept of SOC.

[0158] The information related to "discharge completion" may be a message notifying the completion of discharge when the depth of discharge of the high-voltage battery 140 reaches the target depth of discharge required by the SE 220. Here, the information may be a message notifying the completion of discharge when discharge is completed at the request of the administrator of the SE 220 before the discharge of the high-voltage battery reaches the target depth of discharge.

[0159] Information related to "fault status notification" may be a message notifying the EVACC 132 of a fault status.

[0160] Figure 4 and Figure 5 is a flow chart illustrating a method for charging 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 be combined Figure 2 And reference Figure 4 and Figure 5 A charging method is described. In addition, it can be assumed that a main element for performing each of the following steps is the OBC 130 or the EAVCC 132 built into the OBC 130 .

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

[0163] As described above, the occupancy information may be status information indicating whether another EAV is occupying (using) SE 220 in cooperation with AP 210 for charging or discharging, or may be status information indicating whether another EAV is moving during a movement interval between APs. In other words, the occupancy information may be information indicating whether another EAV is occupying (using) SE 220 for charging. The occupancy information indicating that another EAV is occupying (using) SE 220 may be based on status information provided to the AP by SECC 228 of SE 200 and indicates that charging / discharging is in progress.

[0164] Subsequently, in step S402, the OBC 130 may determine, based on the received occupancy information, whether another EAV is using the SE 220. When another EAV is using the SE 220, in step S407, the OBC 130 may receive occupancy information indicating whether another SE in cooperation with the other AP is being used from another AP, and then may perform step S402 again.

[0165] Subsequently, in step S403, when checking that other EAVs do not use SE 220, OBC 130 may request waiting time information for waiting to use SE 220 from SE 220 via transceiver 110 and AP 210, and then may receive the waiting time information from SE 220 via AP 210 and transceiver 110 as a corresponding response message.

[0166] Subsequently, in step S404 , the OBC 130 may compare the predetermined time (eg, 30 minutes) with the waiting time. When the waiting time is long, the EAV 100 may need another SE reserve charging.

[0167] In step S405 , when the waiting time is less than the predetermined time, the OBC 130 may transmit a charge reservation request message to the SE 220 via the transceiver 110 and the AP 210 , and when the waiting time is greater than the predetermined time, step S407 may be performed.

[0168] Subsequently, in step S406, the OBC 130 may check whether a charging reservation completion message corresponding to the charging reservation request message is received from the SE 220 via the transceiver 110 and the AP 210. When the charging reservation completion message is not received, step S407 may be performed.

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

[0170] Subsequently, in step S409 , the high voltage battery 140 built into the EAV 100 may start to be charged based on the wireless power transmission scheme.

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

[0172] Subsequently, when charging of the high voltage battery 140 ends, the high voltage battery 140 may receive movement limit speed information about each movement interval from other APs 230 , 250 , and 270 provided in the movement path based on a request of the drive controller 120 in step S411 .

[0173] Subsequently, in step S412 , the EAV 100 may start moving based on the movement limit speed information regarding each movement interval received from the other APs 230 , 250 , and 270 , and thus, a series of processes of the charging method may be completed.

[0174] Figure 6 4 is a flow chart of information exchange among the AP, SE, and OBC for discharging a high-voltage battery placed in an EAV according to an embodiment of the present invention.

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

[0176] Such a discharge request message may not be transmitted only to the OBC 130 equipped in one EAV 100 but may be simultaneously transmitted to OBCs equipped in a plurality of EAVs.

[0177] Subsequently, in step S602 , when the amount of electricity stored in the high voltage battery 140 is sufficient, the OBC 130 may transmit a discharge permission message to the SE 220 via the AP 210 .

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

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

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

[0181] Subsequently, in step S605 , the SE 220 may determine whether the discharge time and discharge power received from the OBC 130 satisfy a discharge condition in order to smoothly supply power in an emergency.

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

[0183] When the high voltage battery 140 does not satisfy the discharge condition, in step S606 , the SE 220 may transmit a message requesting a discharge time and a discharge power to another EAV that has transmitted a discharge permission message.

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

[0185] Subsequently, in step S607, when the EAV 100 arrives at the landing point, the SE 220 may transmit a start discharge request message to the OBC 130. In this case, the start discharge request message may not pass through the AP 210 and may be directly transmitted to the OBC 130 based on a second wireless communication scheme (e.g., a wireless local area network (WLAN) specified in IEEE Std 802.11) set between the SECC 228 of the SE 220 and the EAVCC of the OBC 130.

[0186] Subsequently, in step S608 , discharging may be performed based on wirelessly transmitting power from the high voltage battery 140 to the ESS 222 of the SE 220 .

[0187] Subsequently, in step S609, when the depth of discharge provided from the high voltage battery 140 reaches the target depth of discharge, the SE 220 may transmit an end discharge request message to the OBC 130. The OBC 130 may end discharge based on the end discharge request message.

[0188] Subsequently, in step S610, when 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 high-voltage battery discharging by starting movement based on the received movement limit speed information about each movement interval.

[0189] As described above, according to an embodiment of the present invention, multiple pieces of information exchanged between the power supply device, the AP, and the OBC placed in the EAV can be defined for mobile interval control, wireless charging, and wireless discharging, so that the high-voltage battery placed in the EAV can be charged and can be used as grid power.

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

Claims

1. A method of charging a battery of a host electric aerial vehicle, the method comprising: receiving occupancy information from the access points, wherein the occupancy information for each access point is status information indicating that a previous electric aerial vehicle is using a power supply device connected to the access point, determining, based on the occupancy information received from the access point, whether the previous electric air vehicle is using a power supply device cooperating with the access point; when it is determined that the previous electric aerial vehicle did not use the power supply device, after the master electric aerial vehicle moves to the access point and lands at a designated landing point, charging a high-voltage battery equipped in the master electric aerial vehicle using power provided by the power supply device; receiving, when charging of the high-voltage battery is completed, a movement limit speed for each of a plurality of movement intervals between other access points provided in a movement path of the master electric aerial vehicle, wherein the movement limit speed received from each of the other access points is calculated by each corresponding access point based on occupancy information received from the corresponding access point; and The master electric aerial vehicle is moved within the movement interval according to the corresponding movement limit speed.

2. The method according to claim 1, wherein When all power supply devices cooperating with the other access points are not in use, the movement limit speed of each of the movement intervals between the other access points is the same maximum movement limit speed.

3. The method according to claim 1, wherein When one of the plurality of power supply devices cooperating with the other access points is being used by any electric air vehicle, the movement limit speed of each of the movement intervals between the other access points is different.

4. The method according to claim 3, wherein: The movement limit speed gradually decreases in a direction from a movement interval closest to a current position of the master electric air vehicle to a movement interval farthest from the current position of the master electric air vehicle.

5. A method for discharging a battery of an electric aerial vehicle, the method comprising: receiving information including a discharge time and a discharged power from an onboard charger in the electric air vehicle via an access point by using a power supply device; determining whether a high-voltage battery satisfies a discharge condition based on the discharge time and the discharge power by using the power supply device; when the high-voltage battery satisfies the discharge condition, discharging the high-voltage battery after the electric aerial vehicle moves to the position designated by the access point, so that the high-voltage battery supplies power to the electric energy device of the power supply equipment; receiving, when discharge of the high-voltage battery is completed, from other access points provided in a movement path of the electric air vehicle, a movement limit speed for each of a plurality of movement intervals between the other access points, wherein the movement limit speed received from each of the other access points is calculated by each corresponding access point based on occupancy information received from the corresponding access point, wherein the occupancy information for each access point is state information indicating that a previous electric air vehicle is using power supply equipment connected to the access point; and The electric aerial vehicle is moved within the movement interval according to the corresponding movement limit speed.

6. The method according to claim 5, wherein: When all power supply devices cooperating with other access points are not used, the movement limit speed of each of the movement intervals between the other access points is the same maximum movement limit speed.

7. The method according to claim 5, wherein: When one of the plurality of power supply devices cooperating with the other access points is being used by any electric air vehicle, the movement limit speed of each of the movement intervals between the other access points is different.

8. The method according to claim 7, wherein: The movement limit speed gradually decreases in a direction from a movement interval closest to a current position of the electric air vehicle to a movement interval farthest from the current position of the electric air vehicle.

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