Localization method and device for charging electric vehicle

Abstract

A charging communication method for electric mobility charging according to the present invention includes the steps in which: an EVCC discovers a first EVSE within a range by using a first communication technology; the EVCC acquires information for positioning electric mobility to a charging position for receiving power supplied from the first EVSE by using a second communication technology; the EVCC performs communication connection and pairing with an SECC of the first EVSE by using the first communication technology after the electric mobility is positioned at the charging position.

Description

Localization method and device for electric vehicle charging

[0001] The present invention relates to a charging communication technology for an automatic connection device (ACD) electric vehicle (EV), and more specifically, to a communication and localization technology using wireless local area network (WLAN) and UWB (Ultra-Wide Band) technology.

[0002] The material described in this section merely provides background information for the present embodiment and does not constitute prior art.

[0003] Electric vehicles (EVs) currently under development use batteries to power their motors, and thus have the advantages of producing fewer air pollutants such as exhaust gases and noise, being less prone to breakdowns, having a longer lifespan, and being easier to drive than conventional gasoline engine vehicles.

[0004] Electric vehicles are categorized by their propulsion system into hybrid electric vehicles (HEVs), plug-in hybrid electric vehicles (PHEVs), and electric vehicles (EVs). HEVs have an engine as their primary power source and a motor as an auxiliary power source. PHEVs have a motor as their primary power source and an engine that powers the vehicle when the battery is discharged. EVs have a motor but no engine.

[0005] An electric vehicle charging system can be fundamentally defined as a system that charges the batteries mounted on an electric vehicle using power from the commercial power grid or energy storage devices. These systems can take various forms depending on the type of electric vehicle. For example, an electric vehicle charging system may include a conductive charging system using cables or a contactless wireless power transfer system.

[0006] When charging an electric vehicle, a vehicle assembly (VA) mounted on the electric vehicle forms an inductive resonant coupling with a transmitting pad of a ground assembly (GA) located at a charging station or charging spot, and the battery of the electric vehicle can be charged using power transmitted from the ground assembly through the inductive resonant coupling.

[0007] When charging an electric vehicle, a robotic arm or manipulator may be used to supply power from an electric vehicle power supply (EVSE) to a charging door / port.

[0008] At this time, considering the various types of electric vehicle charging ports, various types of electric vehicle power supply devices, and various charging methods, it is necessary to define procedures for the positioning between the electric vehicle and the manipulator and the preparatory steps for power supply.

[0009] The message sequence between the power grid or grid and the electric vehicle (EV) is predefined between the power supply equipment communication controller (SECC) located on the grid side and the electric vehicle communication controller (EVCC) installed in the electric vehicle, and is exchanged in the form of a pair of request messages and response messages.

[0010] Electric vehicles typically charge their batteries using charging methods such as automatic connection devices or wireless power transfer, or using AC or DC charging. To charge the battery, electric vehicles exchange messages with the SECC related to session setup, vehicle positioning setup, vehicle positioning, pairing, authentication / authorization setup, authentication / authorization, service discovery, service details, and service selection.

[0011] For example, if an EV receives a Vehicle Positioning Setup Response message and cannot find a compatible method for positioning or pairing with an auto-connect device or wireless power transfer, the EV may move from a SessionStop state to a Service Discovery state through service renegotiation.

[0012] However, related standards (e.g., ISO 15118) and prior art do not have sufficient automatic coupling device pantograph (ACDP: ACD Pantograph) protocol for message sequencing between electric vehicles and the grid, and thus, message parameters need to be changed, and thus, message sequences need to be changed. In addition, related standards and prior art require separate definitions of additional information parameters for the Vendor Specific Element (VSE) for the automatic coupling device underbody (ACDU: ACD Underbody) or the automatic coupling device sidearm (ACDS: ACD Sidearm).

[0013] An object of the present invention to solve the above problems is to provide an improved charging communication and location estimation (localization) method and device based on ISO 15118 for an ACD using a first communication technology such as a wireless local area network (WLAN) and a second communication technology such as an Ultra-Wide Band (UWB).

[0014] One of the objects of the present invention is to provide an improved charging communication method and device, in which an electric vehicle discovers a power supply device or a power supply equipment (EVSE) by a first communication technology having various functions, and then the electric vehicle and the power supply device obtain each other's location information and / or positioning information by using a second communication technology specialized in short-range communication, and the electric vehicle can be positioned at a charging location.

[0015] One of the objects of the present invention is to provide an improved charging communication method and device that performs charging preparation and charging process using a first communication technology having various functions after positioning an electric vehicle at a charging location using a second communication technology specialized for short-range communication.

[0016] Although various communication technologies can be used, each communication technology has its own strengths and weaknesses, and the present disclosure proposes the selective application of a communication technology that can perform its role more effectively in various procedures of the electric vehicle charging process.

[0017] In this process, message types, data formats, and / or frame formats can be proposed so that procedures for positioning between an electric vehicle and a charging manipulator and preparatory steps for power supply can be performed, taking into account various types of electric vehicle charging ports, various types of electric vehicle power supply devices, and various charging methods when supplying power to an electric vehicle from a power supply device or electric vehicle supply equipment (EVSE).

[0018] According to one embodiment of the present invention for achieving the above object, a charging communication method performed between an electric vehicle power supply controller (SECC, Supply Equipment Communication Controller) and an electric vehicle communication controller (EVCC, Electric Vehicle Communication Controller) may be a charging communication method performed between an SECC associated with a primary assembly that transmits power to an electric vehicle, and an EVCC associated with a secondary assembly mounted on an electric vehicle that receives power from the primary assembly.

[0019] A charging communication method for charging electric mobility according to one embodiment of the present invention is a communication method performed by an electric vehicle communication controller (EVCC) of electric mobility, the method including: a step in which the EVCC discovers a first electric vehicle supply equipment (EVSE) within a range using a first communication technology; a step in which the EVCC acquires information for positioning the electric mobility to a charging location to receive power from the first EVSE using a second communication technology; and a step in which, after the electric mobility is positioned to the charging location, the EVCC performs a communication connection and pairing with an electric vehicle supply equipment communication controller (SECC) of the first EVSE using the first communication technology.

[0020] The step of the EVCC discovering the first EVSE using the first communication technology may include the steps of: receiving a beacon message including a vendor specific elements (VSE) field including discovery information and configuration information from a plurality of access points (APs) using the first communication technology, each of which is associated with a plurality of EVSEs; and determining one of the plurality of EVSEs as the first EVSE.

[0021] At this time, the EVSE corresponding to the closest ACD charger among multiple EVSEs can be determined as the first EVSE.

[0022] In a charging communication method for electric mobility charging performed by an EVCC according to one embodiment of the present invention, the configuration information may include information describing a plurality of anchors that are associated with each of the access points and each of the plurality of EVSEs and that utilize a second communication technology; and information describing a charger of an Autoconnect / Automatic Charging Device (ACD) that is associated with each of the plurality of EVSEs.

[0023] At this time, information describing a plurality of anchors may include a channel or identifier of each of the plurality of anchors, and information describing a charger of the ACD may include an identifier of each charger of the ACD, or a mating space.

[0024] The step of the EVCC obtaining information for positioning the electric mobility to a charging location using the second communication technology may include the step of receiving a blink message broadcast from a plurality of time-synchronized anchors using the second communication technology; and the step of measuring the position of the electric mobility using a TDOA method using the time difference between the blink messages.

[0025] The step of the EVCC acquiring information for positioning the electric mobility vehicle to a charging location using the second communication technology may be performed at least twice to calculate the location of the electric mobility vehicle while the electric mobility vehicle is positioned to the charging location. At this time, the electric mobility vehicle may be positioned to the charging location based on the calculated location results. In other words, the positioning process of the electric mobility vehicle may be performed using the calculated location results of the electric mobility vehicle.

[0026] The charging location may refer to a target location of an electric mobility that satisfies the condition that the inlet of the electric mobility is located within the mating space of the ACD of the first EVSE.

[0027] At the stage where the EVCC discovers the first EVSE, the EVCC can obtain configuration information including whether the first EVSE supports the ACD function, whether the first EVSE supports the second communication technology, and the identifier of the anchor or ACD charger associated with the first EVSE.

[0028] At this time, at least one of the steps of obtaining information for positioning the electric mobility to a charging location and the steps of performing communication connection and pairing by the EVCC may be performed by the EVCC based on the setting information.

[0029] The step of performing communication connection and pairing using the first communication technology with the SECC of the first EVSE by the EVCC may include the step of obtaining pairing information of the first EVSE, including a randomly selected pairing identifier of the electric mobility, a location of the electric mobility, an ACD identifier of a first ACD associated with the first EVSE, or a mating space of the first ACD, based on configuration information of the first EVSE; and the step of transmitting a communication association request message including the pairing information of the first EVSE to the SECC of the first EVSE.

[0030] A charging communication method for electric mobility charging performed by an EVCC according to one embodiment of the present invention may further include: a step of establishing a secure channel between the EVCC and the SECC after a communication connection and pairing between the EVCC and the SECC are performed; a step of transmitting a pairing request message including a wireless LAN client MAC address of the electric mobility, a pairing identifier of the electric mobility, or location coordinates of an inlet of the electric mobility to the SECC via the secure channel; a step of receiving a pairing response message including an ACD identifier of the SECC, an ACD mating space, or a BSSID of an AP associated with the SECC via the secure channel from the SECC; and a step of the electric mobility verifying pairing information in the pairing response message.

[0031] A charging communication method for electric mobility charging performed by an EVCC according to one embodiment of the present invention may further include the steps of: establishing a secure channel between the EVCC and the SECC after a communication connection and pairing between the EVCC and the SECC are performed; exchanging temporary security information or encoded security information between the EVCC and the SECC via the secure channel, the temporary security information or encoded security information capable of checking the authenticity of a blink message broadcast from a plurality of anchors using a second communication technology; identifying, by the EVCC, a blink message based on the temporary security information or encoded security information, and measuring, by the EVCC, a location of the electric mobility based on time synchronization information of the plurality of anchors from the identified blink message; and verifying, by the EVCC, whether the location of the electric mobility is within a mating space of an ACD of a first EVSE.

[0032] In a charging communication method for electric mobility charging performed by EVCC according to one embodiment of the present invention, the first communication technology may be wireless LAN (WLAN) technology, and the second communication technology may be one of UWB, RFID, NFC, or IrDA technology.

[0033] An electric vehicle communication controller (EVCC) according to one embodiment of the present invention is an EVCC mounted on an electric mobility vehicle and associated with a secondary assembly that receives power from a primary assembly, and may include a processor that receives and executes at least one command from a memory.

[0034] The processor of the EVCC can discover a first electric vehicle supply equipment (EVSE) within a range using a first communication technology, obtain information for positioning the electric mobility to a charging location to receive power from the first EVSE using a second communication technology, and after the electric mobility is positioned to the charging location, perform communication connection and pairing with an electric vehicle supply equipment communication controller (SECC) of the first EVSE using the first communication technology.

[0035] When the processor discovers a first EVSE using a first communication technology, the processor may receive a beacon message including a vendor specific elements (VSE) field including discovery information and configuration information from a plurality of access points (APs) using the first communication technology, each of which is associated with a plurality of EVSEs, and may determine one of the plurality of EVSEs as the first EVSE. At this time, an EVSE corresponding to a closest ACD charger among the plurality of EVSEs may be determined as the first EVSE.

[0036] In an EVCC according to one embodiment of the present invention, the configuration information may include information describing a plurality of anchors that are associated with each of the access points and each of the plurality of EVSEs and that utilize a second communication technology; and information describing a charger of an Autoconnect / Automatic Charging Device (ACD) associated with each of the plurality of EVSEs.

[0037] At this time, information describing a plurality of anchors may include a channel or identifier of each of the plurality of anchors, and information describing a charger of the ACD may include an identifier of each charger of the ACD, or a mating space.

[0038] The EVCC's processor, when obtaining information for positioning the electric mobility to a charging location using a second communication technology, can receive a blink message broadcast from a plurality of time-synchronized anchors using the second communication technology, and can measure the location of the electric mobility using a TDOA method using a time difference between the blink messages.

[0039] A charging communication method for charging electric mobility according to one embodiment of the present invention is a communication method performed by an electric vehicle power supply controller (SECC) associated with a primary assembly that transmits power to electric mobility, the method including: broadcasting a beacon message including a vendor specific elements (VSE) field including discovery information and configuration information via an access point (AP) using a first communication technology; broadcasting a blink message having a predetermined inter-anchor interval based on synchronized time information via an anchor using a second communication technology; and performing a communication connection and pairing with the electric mobility using the first communication technology after the electric mobility is positioned at a charging location to receive power from the primary assembly.

[0040] In a charging communication method for electric mobility charging performed by SECC according to one embodiment of the present invention, the configuration information may include information describing an anchor that is associated with an access point and a primary assembly and uses a second communication technology; and information describing a charger of an Autoconnect / Automatic Charging Device (ACD) associated with the primary assembly.

[0041] At this time, information describing the anchor may include a channel or identifier of the anchor, and information describing the charger of the ACD may include an identifier of the charger of the ACD, or a mating space.

[0042] In a charging communication method for electric mobility charging performed by SECC according to one embodiment of the present invention, a charging location may refer to a target location of an electric mobility that satisfies a condition that an inlet of the electric mobility is located within a mating space of an ACD of a primary assembly.

[0043] In a charging communication method for electric mobility charging performed by an SECC according to one embodiment of the present invention, the configuration information may include whether the primary assembly supports the ACD function, whether the SECC supports a second communication technology, and an identifier of an anchor or ACD charger. In this case, the step of performing communication connection and pairing with the electric mobility using the first communication technology may be performed based on the configuration information.

[0044] According to one embodiment of the present invention, a charging communication method for electric mobility charging performed by a SECC may further include the steps of: establishing a secure channel between the electric mobility and the SECC after a communication connection and pairing between the electric mobility and the SECC are performed; receiving a pairing request message including a wireless LAN client MAC address of the electric mobility, a pairing identifier of the electric mobility, or location coordinates of an inlet of the electric mobility, from the electric mobility via the secure channel; and transmitting a pairing response message including an ACD identifier of the SECC, an ACD mating space, or a BSSID of an AP associated with the SECC to the electric mobility via the secure channel.

[0045] According to one embodiment of the present invention, the performance of electric vehicle charging communication and localization can be improved, and user convenience can be improved.

[0046] According to one embodiment of the present invention, in a charging communication method for charging an electric vehicle, two or more different communication techniques are used to more effectively perform a number of procedures, such as communication between an electric vehicle / EVCC and a power supply equipment (EVSE) / SECC, and discovery, localization, positioning, and / or pairing for a charging process between a primary assembly and a secondary assembly.

[0047] According to one embodiment of the present invention, when supplying power from a power supply device or an electric vehicle supply equipment (EVSE) to an electric vehicle, it is possible to provide an effective message type, data format, and / or frame format, etc., so that a procedure for a preparatory step for positioning and power supply between an electric vehicle and a charging manipulator can be performed in consideration of various types of electric vehicle charging ports, various types of electric vehicle power supply devices, and various charging methods.

[0048] FIG. 1 is a conceptual diagram illustrating an architecture in which charging communication and localization for charging an electric vehicle are performed according to one embodiment of the present invention.

[0049] FIG. 2 and FIG. 3 are conceptual diagrams illustrating a protocol of a charging communication and localization technology using wireless LAN (WLAN) and UWB communication that can be employed in the architecture of FIG. 1 according to one embodiment of the present invention.

[0050] FIG. 4 is a conceptual diagram illustrating entities and their operations participating in a discovery and configuration process for charging communication according to one embodiment of the present invention.

[0051] FIG. 5 is a conceptual diagram illustrating entities and their operations participating in a localization process according to one embodiment of the present invention.

[0052] FIG. 6 is a conceptual diagram illustrating entities participating in a positioning process after localization according to one embodiment of the present invention, and their operations and results.

[0053] FIG. 7 is a conceptual block diagram of the internal structure of a computing system that can implement a charging communication device for an onboard and / or offboard ACD for an EVSE for a vehicle according to one embodiment of the present invention, including a generalized ACD, a communication / communication control device included in the ACD, an SECC, an EVCC, a wireless LAN AP (Access Point) deployed for the EVSE, and a short-range communication device deployed in an electric vehicle or the ACD.

[0054] In addition to the above purpose, other objects and features of the present invention will become apparent through the description of embodiments with reference to the attached drawings.

[0055] The present invention is susceptible to various modifications and embodiments. Specific embodiments are illustrated and described in detail in the drawings. However, this is not intended to limit the present invention to specific embodiments, but rather to encompass all modifications, equivalents, and alternatives falling within the spirit and technical scope of the present invention.

[0056] Terms such as first, second, A, and B may be used to describe various components, but the components should not be limited by these terms. These terms are used solely to distinguish one component from another. For example, without departing from the scope of the present invention, the first component could be referred to as the second component, and similarly, the second component could also be referred to as the first component. The term "and / or" includes any combination of multiple related listed items or any one of multiple related listed items.

[0057] In the embodiments of the present application, “at least one of A and B” may mean “at least one of A or B” or “at least one of combinations of one or more of A and B.” Furthermore, in the embodiments of the present application, “at least one of A and B” may mean “at least one of A or B” or “at least one of combinations of one or more of A and B.”

[0058] When a component is referred to as being "connected" or "connected" to another component, it should be understood that it may be directly connected or connected to that other component, but that there may be other components intervening. Conversely, when a component is referred to as being "directly connected" or "connected" to another component, it should be understood that there are no other components intervening.

[0059] The terminology used in this application is only used to describe specific embodiments and is not intended to limit the present invention. The singular expression includes the plural expression unless the context clearly indicates otherwise. In this application, it should be understood that the terms "comprise" or "have" indicate the presence of a feature, number, step, operation, component, part, or combination thereof described in the specification, but do not exclude in advance the possibility of the presence or addition of one or more other features, numbers, steps, operations, components, parts, or combinations thereof.

[0060] Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. Terms defined in commonly used dictionaries should be interpreted as having a meaning consistent with their meaning in the context of the relevant technology, and will not be interpreted in an idealized or overly formal sense unless explicitly defined herein.

[0061] Meanwhile, even if a technology was known prior to the filing date of this application, it may be included as part of the composition of the invention of this application, if necessary, and such technology will be described in this specification to the extent that it does not obscure the spirit of the invention. However, in describing the composition of the invention of this application, a detailed description of matters that were known prior to the filing date of this application and would be clearly understood by those skilled in the art may obscure the spirit of the invention, and therefore, an excessively detailed description of the known technology will be omitted.

[0062] For example, using mobile communication technologies such as Wi-Fi or 5G, but using single-layer communication technologies to perform setup, association, pairing, localization, positioning, and docking / undocking control before charging an electric vehicle, or transmitting and receiving information necessary for performing each process, can use technologies known prior to the filing of the present invention, and at least some of these known technologies can be applied as element technologies necessary for implementing the present invention.

[0063] However, the purpose of the present invention is not to claim rights to these known technologies, and the contents of the known technologies may be included as part of the present invention within a scope that does not deviate from the purpose of the present invention.

[0064] Some terms used in this specification are defined as follows:

[0065] An electric vehicle (EV) may refer to an automobile as defined in 49 CFR (Code of Federal Regulations) 523.3, among other provisions. An EV is capable of highway travel and can be powered by electricity supplied by an onboard energy storage device, such as a rechargeable battery, from an external power source. This power source may include a residential or public power service, or a generator powered by onboard fuel.

[0066] An electric vehicle (EV) can be referred to as an electric car, electric automobile, ERV (electric road vehicle), PV (plug-in vehicle), xEV (plug-in vehicle), etc., and an xEV can be referred to as or distinguished as a BEV (plug-in all-electric vehicle or battery electric vehicle), PEV (plug-in electric vehicle), HEV (hybrid electric vehicle), HPEV (hybrid plug-in electric vehicle), PHEV (plug-in hybrid electric vehicle), etc.

[0067] A plug-in electric vehicle (PEV) can be referred to as an electric vehicle that recharges its onboard primary battery by connecting to the power grid.

[0068] A plug-in vehicle (PV) may be referred to herein as a vehicle that can be recharged wirelessly from an Electric Vehicle Supply Equipment (EVSE) without using a physical plug and socket.

[0069] Heavy duty vehicles (HD Vehicles) may refer to any vehicle with four or more wheels as defined in 49 CFR 523.6 or CFR 37.3 (bus).

[0070] A light-duty plug-in electric vehicle (LDEV) may refer to a vehicle with three or four wheels that is propelled by an electric motor powered by a rechargeable battery or other energy source, primarily intended for use on public streets, roads, and highways. A LEV may be defined as having a gross weight of less than 4.545 kg.

[0071] A wireless power charging system (WCS) may refer to a system for controlling between a Supply Device (or Ground Assembly, GA) and an EV device (or Vehicle Assembly, VA), including wireless power transfer, alignment, and communication.

[0072] Wireless power transfer (WPT) can refer to the transfer of electrical power from an alternating current (AC) power supply network, such as a utility or grid, to an electric vehicle through contactless means.

[0073] A utility provides electrical energy and can be defined as a collection of systems, typically including a Customer Information System (CIS), Advanced Metering Infrastructure (AMI), and a Rates and Revenue system. Utilities enable plug-in electric vehicles to access energy through price lists or discrete events. Utilities can also provide information on tariffs, metered power consumption intervals, and EV program qualifications for plug-in electric vehicles.

[0074] Smart charging can be described as a system where EVSE and / or electric vehicles (including plug-in hybrid electric vehicles) communicate with the power grid to optimize vehicle charge or discharge rates to grid capacity or time of day for cost-to-use ratios.

[0075] Automatic charging can be defined as the act of positioning a vehicle in a suitable location relative to a primary charger assembly capable of transmitting power and charging it either conductively or inductively. Automatic charging can be performed after obtaining the necessary authentication and authorization.

[0076] Interoperability can refer to the state in which components of a system can work together to achieve the intended function of the entire system. Information interoperability can refer to the ability of two or more networks, systems, devices, applications, or components to share information securely and effectively and easily with little or no user inconvenience.

[0077] An inductive charging system can refer to a system that electromagnetically transfers energy in the forward direction from the power supply network to an electric vehicle via a loosely coupled transformer. In this embodiment, the inductive charging system can correspond to an electric vehicle charging system.

[0078] An inductive coupler is a transformer that is formed by a primary device and a secondary device and transmits power through electrical isolation.

[0079] Inductive coupling can refer to the magnetic coupling between two coils. The two coils can refer to the primary coil / ground assembly coil and the secondary coil / vehicle assembly coil.

[0080] A supply power circuit (SPC) / ground assembly (GA) may refer to an assembly disposed on the primary / ground assembly or infrastructure side, including a primary coil / GA coil and other suitable components. The other suitable components may include at least one component for controlling impedance and resonant frequency, ferrite for reinforcing a magnetic path, and electromagnetic shielding materials. For example, the SPC or GA may include a power / frequency conversion device necessary to function as a power source of a wireless charging system, an SPC controller / GA controller, and wiring from the grid, and wiring between each unit and filtering circuits, a housing, etc.

[0081] An EV power circuit (EVPC) / vehicle assembly (VA) may refer to an assembly placed in a vehicle, including a secondary coil / VA coil and other suitable components. The other suitable components may include at least one component for controlling impedance and resonant frequency, ferrite for reinforcing the magnetic path, and electromagnetic shielding materials. For example, an EVPC or VA may include a rectifier / power converter necessary to function as a vehicle component of a wireless charging system, an EVPC controller / VA controller, and wiring for a vehicle battery, as well as wiring between each unit and filtering circuits, a housing, etc.

[0082] The aforementioned SPC may be referred to or distinguished as a ground assembly (GA), etc., and similarly, the EVPC may be referred to or distinguished as a vehicle assembly (VA), etc.

[0083] The aforementioned GA may be referred to as a primary device (PD), a primary device, etc., and similarly, the VA may be referred to as a secondary device (SD), a secondary device, etc.

[0084] The aforementioned GA may be referred to as a supply device, a power supply-side device, etc., and similarly, the VA may be referred to as an electric vehicle device (EV device), an electric vehicle-side device, etc.

[0085] A primary device may be a device external to the electric vehicle that provides contactless coupling to the secondary device. The primary device may be referred to as a primary-side device. When the electric vehicle receives power, the primary device may act as a power source that transmits power. The primary device may include a housing and all covers.

[0086] A secondary device may be a device mounted on an electric vehicle that provides contactless coupling to the primary device. The secondary device may be referred to as a secondary device. When the electric vehicle receives power, the secondary device can transfer power from the primary device to the electric vehicle. The secondary device may include a housing and all covers.

[0087] The supply power electronics may be part of the SPC or GA that regulates the output power level to the primary coil / GA coil based on information from the vehicle. The EV power electronics may be part of the EVPC or VA that monitors certain vehicle parameters during charging and initiates communication with the SPC or GA to control the output power level.

[0088] The supply power electronics described above may be referred to as ground assembly electronics (GA electronics), a ground assembly controller (GA controller), or a primary device communication controller (PDCC), and the electric vehicle power electronics (EV power electronics) may be referred to as vehicle assembly electronics (VA electronics), a vehicle assembly controller (VA controller), or an electric vehicle communication controller (VA controller).

[0089] The magnetic gap may refer to the vertical distance between the highest plane of the upper portion of the litz wire or the upper portion of the magnetic material of the primary coil / GA coil and the lowest plane of the lower portion of the litz wire or the magnetic material of the secondary coil / VA coil when they are aligned with each other.

[0090] Ambient temperature may refer to the ground level temperature measured in the atmosphere of a target subsystem that is not directly exposed to sunlight.

[0091] Vehicle ground clearance can refer to the vertical distance between the road or pavement and the lowest part of the vehicle's floor pan.

[0092] Vehicle magnetic ground clearance may refer to the vertical distance between the lowest plane of the floor of the Litz wire or the insulating material of the secondary coil / VA coil mounted on the vehicle and the road pavement.

[0093] Secondary coil surface distance / Vehicle assembly (VA) coil surface distance may refer to the vertical distance between the bottommost plane of the Litz wire or the magnetic material of the secondary coil / VA coil and the lowest outer surface of the secondary coil / VA coil. This distance may include additional items packaged with protective covering material and coil packaging material.

[0094] The secondary coil described above may be referred to as a VA coil, a vehicle coil, a receiver coil, etc., and similarly, the primary coil may be referred to as a ground assembly coil (GA coil), a transmit coil, etc.

[0095] An exposed conductive component may refer to a conductive component of an electrical device (e.g., an electric vehicle) that can be touched by a person and is not normally conductive but may become conductive in the event of a fault.

[0096] Hazardous live component may refer to a live component that may, under certain conditions, cause a hazardous electric shock.

[0097] Live component may refer to any conductor or conductive part that is electrically active in its basic use.

[0098] Direct contact can refer to contact between living beings, such as humans.

[0099] Indirect contact may refer to contact with exposed, conductive, live components due to an insulation failure (see IEC 61140).

[0100] Alignment may refer to a process of finding the relative position of a secondary device to a primary device for a specified efficient power transfer, and / or a process of finding the relative position of a primary device to a secondary device. In this specification, alignment may refer to, but is not limited to, the positional alignment of a wireless power transfer system.

[0101] Pairing may refer to the process of associating a vehicle (electric vehicle) with a single dedicated ground assembly (primary device) arranged to transfer power. In this specification, pairing may include the process of associating a charging spot or a specific SPC / ground assembly with an EVPC / vehicle assembly controller.

[0102] Correlation / Association may include the process of establishing a relationship between two peer communication entities.

[0103] Command and control communication may refer to communication between an electric vehicle power supply unit and an electric vehicle that exchanges information necessary to initiate, control, and terminate the wireless power transfer process.

[0104] High-level communication can handle all information beyond what command and control communication can handle. Data links for high-level communication can use, but are not limited to, power line communication (PLC).

[0105] Low power excitation may refer to, but is not limited to, activating the electric vehicle to detect the primary device for precision positioning and pairing, and vice versa.

[0106] A Service Set Identifier (SSID) is a unique 32-character identifier attached to the header of packets transmitted over a wireless LAN. The SSID identifies the basic service set (BSS) to which a wireless device is attempting to connect. Essentially, SSIDs distinguish multiple wireless LANs. Therefore, all access points (APs) and terminal / station devices attempting to use a specific wireless LAN can use the same SSID. Devices that do not use a unique SSID cannot join a BSS. Because SSIDs are visible in plaintext, they may not provide any security features to the network.

[0107] The ESSID (Extended Service Set Identifier) ​​is the name of the network you want to connect to. It's similar to the SSID, but can be a more extensive concept.

[0108] A BSSID (Basic Service Set Identifier) ​​is typically 48 bits long and is used to identify a specific BSS (Basic Service Set). For infrastructure BSS networks, the BSSID can be the MAC (Medium Access Control) of the AP device. For independent BSSs or ad hoc networks, the BSSID can be generated with any value.

[0109] A charging station may include at least one ground assembly and at least one ground assembly controller that manages the at least one ground assembly. The ground assembly may include at least one wireless communication device. A charging station may refer to a location equipped with at least one ground assembly, such as a home, office, public space, road, or parking lot.

[0110] In this specification, association may be used as a term meaning the procedure for establishing wireless communication between an Electric Vehicle Communication Controller (EVCC) and a Supply Equipment Communication Controller (SECC) that controls charging infrastructure.

[0111] 'Smart Grid' can refer to a system implemented in which power plants, power generation units, and energy storage systems are all connected in an intelligent manner through network facilities and can exchange messages based on information and communication technology.

[0112] 'OEM (Original Equipment Manufacturer)' can refer to the top-level certification authority (CA) that issues OEM root certificates as a server operated by an electric vehicle manufacturer.

[0113] A 'charging station' may refer to a facility that includes one or more electric vehicle power supply equipment (EVSE), smart meters, and other technical equipment required to charge an electric vehicle (EV).

[0114] 'EV Supply Equipment (EVSE) is a device that forms part of a charging station that supplies energy to electric vehicles via outlets, and can refer to a device that is connected to a smart meter to measure energy.

[0115] A 'charging station (CS)' may refer to a facility that includes one or more EV power supply devices and actually performs charging for EVs.

[0116] A charging station may include at least one ground assembly and at least one ground assembly controller that manages the at least one ground assembly. The ground assembly may include at least one wireless communication device. A charging station may refer to a location including at least one ground assembly, such as a home, office, public place, road, or parking lot.

[0117] 'Charging station operator (CSO)' may refer to an entity that manages electricity to provide requested energy transmission services, and may be a term with the same concept as charging point operator (CPO).

[0118] A 'Charge Service Provider (CSP)' can refer to an entity that manages and authenticates the credentials of EV users and provides billing and other value-added services to customers. It can be considered a special type of MO and can also be implemented in a form combined with an MO.

[0119] A 'Charge Point Operator (CPO)' may refer to a company or organization that has authority over the location of a charging station to allow physical access to the charging station, and may also refer to a communication node or entity that manages the charging station and authorizes and controls the charging process that takes place at individual electric vehicle power supply equipment (EVSE) using information and communication technology.

[0120] A 'Mobility Operator (MO)' may refer to a legal entity that forms a contractual relationship with an end user or business regarding charging, as the legal basis for authorization and payment for charging at a charging station.

[0121] In a similar sense to mobility operator, terms such as electric mobility provider (EMP), electric mobility service provider (EMSP), and mobility service provider (MSP) can be used.

[0122] Additionally, a 'mobility operator (MO)' may refer to a service provider that has a contractual relationship with EV owners regarding charging, authorization, and payment so that EV drivers can charge their EVs at charging stations.

[0123] A 'clearing house (CH)' is an entity that handles cooperation between MOs, CSPs, and CSOs, and can act as an intermediary to facilitate the approval, billing, and settlement procedures for EV charging service roaming, particularly between two settlement or clearing parties.

[0124] 'Roaming' can refer to the information exchange and related provisions and schemes that enable EV users to access charging services provided by multiple CSPs or CSOs belonging to multiple mobility networks using a single credential and contract.

[0125] A 'credential' is a physical or digital asset that represents the personal information of an EV or its owner. It may include a password, which is cryptographic information used to verify identity, a public key / private key pair used in a public key cryptographic algorithm, a public key certificate issued by a certification authority, and information related to a trusted root certification authority.

[0126] A 'certificate' can refer to an electronic document that binds a public key to an ID through a digital signature.

[0127] A 'service session' may refer to a set of services related to electric vehicle charging at a charging point, assigned to a customer over a given timeframe with a unique identifier.

[0128] Plug-and-Charge (PnC) can refer to a process in which authentication, authorization, load control, and payment are automatically performed without any further user interaction simply by plugging an electric vehicle into an electric vehicle power supply. Alternatively, PnC can also refer to an identification and authorization mode for such an automated process. PnC can be implemented by applying X.509 certificates, verifying signatures, and transmitting them.

[0129] 'Public Key Infrastructure (PKI)' can refer to a system for generating, storing, redistributing, and revoking digital signatures used to verify that a specific public key belongs to a specific person or entity.

[0130] An "External Identification Means (EIM)" can refer to any external means by which a driver can authenticate and authorize themselves for a charging session at a charging station. Examples include cash payments, prepaid cards, credit cards, debit cards, NFC, RFID, and SMS. EIM can be configured in conjunction with PnC for two authentication modes.

[0131] A "Sales Tariff" can refer to a feature that provides price information over time. Specifically, it can refer to an input provided by a mobility operator that allows the EV Communication Controller (EVCC) to calculate a charging schedule. A sales tariff can be intended to incentivize electric vehicles to charge a desired amount of electricity within a specific time slot. A use case related to a sales tariff could be pricing information for electricity provided by a mobility operator that authenticates a charging session with a valid contract. This contract can be authenticated by the driver or the car-sharing operator to which the vehicle belongs, using a contract certificate installed in the electric vehicle.

[0132] Additionally, the term "sales rate" can refer to a concept intended to encourage the use of renewable energy sources, such as solar panels or wind turbines, by providing incentives to electric vehicles that charge during predictable times, such as when charging with renewable energy sources. In some cases, the sales rate may include not only the price of electricity but also the time slot associated with that price.

[0133] A "secondary actor" can refer to any party involved in the charging process, other than an EVCC or SECC. A secondary actor can be involved in the charging process by providing information relevant to the charging process. Examples of secondary actors include charge point operators (CPOs) and mobility operators (MOs).

[0134] 'Electric Mobility Account Identifier (eMAID)' may refer to a unique EV identifier that links a contract certificate to an EV owner's payment account.

[0135] An "Electric Mobility Account Identifier (EMAID)" can refer to a single contractual certificate issued for each legal contract concluded between a mobility operator and a customer for electric vehicle charging. EMAID can allow for the pseudonymization of personal data and can be valid only for a limited period of time, such as the lifetime of the legal contract. Unlike a Vehicle Identification Number (VIN), EMAID may not allow for long-term evaluation of customer or vehicle data. EMAID can be introduced as a temporary identifier that can be assigned using different authentication methods for temporary, short-term single contracts, such as family vehicles or car-sharing contracts. Since one person can have an EMAID for each of multiple contracts, it can be used for purposes different from personal identification information.

[0136] In this disclosure, vehicle-to-grid (V2G) communication is defined in the ISO 15118 standard and can be designed to correspond to the 7-layer OSI. In other words, OSI (Open Systems Interconnection) can be "a conceptual model for standardizing the communication functions of a communication or computing system regardless of the internal structure and technology involved."

[0137] The ISO 15118 standard is designed to establish and implement charging and payment processes for electric vehicles. Another key feature is its ability to adopt and leverage various information and communication technologies. While it includes information and communication technology elements mapped to the seven layers of the OSI model, its primary purpose is to establish charging and payment processes for electric vehicles, so application-specific features are primarily addressed.

[0138] The V2G communication interface defined by the ISO 15118 standard can include digital, IP-based protocols. Communication between the electric vehicle (EV) and the electric vehicle power supply (EVSE), as well as between the electric vehicle power supply (EVCC) and the supply equipment communication controller (SECC), can be included within the V2G communication interface defined by the ISO 15118 standard.

[0139] The V2G communication interface and ISO 15118 standard may be intended to enable user-friendly mechanisms for authentication, authorization, and payment at charging stations without requiring separate user interaction.

[0140] Electric vehicles can be integrated into the smart grid to provide flexible load control and valuable grid services that accommodate diverse driver habits without compromising them. To avoid the need for additional grid components to supply power during peak demand due to highly variable load fluctuations, the energy from electric vehicles can be considered as an energy source within the smart grid. Furthermore, providing appropriate incentives for electric vehicles can be considered to promote the smart grid's long-term expansion of renewable energy.

[0141] The Vehicle-to-Grid Transfer Protocol (V2GTP) at Layer 5 of the OSI model can be fundamentally understood as a session wrapper for application-layer messages. These application-layer messages can be referred to as vehicle-to-grid (V2G) messages. The V2GTP protocol can include header and payload definitions that enable efficient identification and processing of V2G messages.

[0142] Autoconnect Charging Device or Automatic Charging Device (ACD) technology can be implemented based on the content specified in ISO / IEC 15118 Edition 2, ISO 15118-20 to perform at least part of the charging process by controlling a robot or automated device using wireless communication.

[0143] As examples of ACD technology, types such as ACD-U (Underbody), ACD-S (Sidearm), or ACD-P (Pantograph) have been proposed based on the direction in which the ACD equipment on the EVSE side approaches the electric vehicle and / or the location of the ACD equipment on the EVSE side with respect to the electric vehicle, and additional ACD types may be included in the future as wired / wireless charging technology expands.

[0144] The ACD charging communication method described below can be configured to define a new name space, change message parameters, change message sequences, and utilize the docking-undocking-pairing mechanism in ACD charging communication of ISO 15118 over WLAN. In addition, the ACD charging communication method can be configured to define VSE additional information parameters for ACD-U or ACD-S.

[0145] VSE (Vendor Specific Element) may refer to a data format that contains information about the type of EVSE available at the current location in ISO 15118-based communication.

[0146] Hereinafter, with reference to the attached drawings, preferred embodiments of the present invention will be described in more detail. In order to facilitate an overall understanding in describing the present invention, identical reference numerals will be used for identical components in the drawings, and redundant descriptions of identical components will be omitted.

[0147] Below, the details of the present invention are described through the embodiments of FIGS. 1 to 7.

[0148] FIG. 1 is a conceptual diagram illustrating an architecture in which charging communication for charging an electric vehicle is performed according to one embodiment of the present invention.

[0149] Although the term "electric vehicle" is used for convenience in explanation in Figure 1, the present invention can be applied to various types of electric mobility capable of driving using electric energy. In this context, "electric mobility" can refer not only to mobility powered solely by electric energy, but also to various types of hybrid electric mobility capable of utilizing other energy sources.

[0150] Even when targeting various electric mobility, expressions such as EVSE can conventionally refer to a device that supplies electric energy, and expressions such as EVCC can refer to a controller that performs electronic communication and control within electric mobility.

[0151] Referring to FIG. 1, an embodiment is illustrated in which a first communication technology such as WLAN and a second communication technology, which is a short-range communication technology, are used for charging communication between an EVSE-side offboard ACD subsystem (120) connected to an electric vehicle power supply (EVSE) (110) corresponding to infrastructure and an electric vehicle-side onboard ACD subsystem (130) mounted on an electric vehicle. At this time, an example of the second communication technology, which is a short-range communication technology, may include UWB technology, but is not limited to UWB as will be described later.

[0152] The EVSE (110) and / or the ACD off-board subsystem (120) may be associated with at least one access point (AP) for WLAN communication and at least one anchor for UWB communication. In this case, the SECC corresponding to the EVSE (110) may control or manage some or all of the operations related to communication of at least one AP and at least one anchor associated with the EVSE (110).

[0153] An electric mobility device may be equipped with at least one access point (AP) for WLAN communication and at least one anchor for UWB communication. In this case, the EVCC of the electric mobility device may control or manage some or all of the communication-related operations of at least one AP and at least one anchor mounted on the electric mobility device.

[0154] Control communication between ACDs or between EVSEs and electric vehicles for location-based operations, such as localization, positioning, and pairing of electric vehicles or electric mobility, may utilize a second communication technology, such as UWB, BLE, or a short-range communication technology. In this case, a method such as TDOA may be used for the localization process of electric vehicles within a charging site using the second communication technology.

[0155] In the embodiment of FIG. 1, a first communication technology such as WLAN may be used to transmit and receive configuration information for charging electric mobility. At this time, the process of transmitting and receiving configuration information using the first communication technology may refer to a known standard such as ISO 15118-8. For charging of electric mobility, the process of discovering and determining an ACD charger within a charging site by the electric mobility may be performed using a first communication technology such as WLAN with reference to a known standard such as ISO 15118-8. When the electric mobility determines one ACD charger among multiple EVSEs, the closest ACD charger may be selected. In addition, when the ACD charger is determined, whether the EVSE has an ACD function and whether the ACD function on the electric mobility side and the ACD function on the ACD charger side are mutually compatible may be considered.

[0156] In an alternative embodiment of the present invention, the process of discovering each other between the EVSE / ACD charger and the electric mobility within the charging site and determining the ACD charger can be performed through cooperation between both the electric mobility and the EVSE / ACD charger.

[0157] Positioning of electric mobility can be performed to position the inlet of the electric mobility within the mating space of the closest ACD charger. Localization results from a second communication technology, such as UWB, can be utilized for positioning the electric mobility.

[0158] According to one embodiment of the present invention, position confirmation of electric mobility can be performed using a separate secure TDOA method.

[0159] Pairing confirmation between electric mobility and ACD charger can be performed using pairing ID.

[0160] The charging process may utilize communication technologies defined in ISO 15118-2 and / or ISO 15118-20. These communication technologies may include primary communication technologies, such as WLAN, as well as wired communication technologies, such as PLC technology. Communication protocols for charging electric mobility vehicles may include charging communications during detailed operations, such as docking, charging, and undocking.

[0161] Referring again to FIG. 1, in one embodiment of the present invention, a second communication technology such as UWB can be applied to one-way communication transmitted from anchors on the EVSE / ACD charger side to the mobility side. Localization of electric mobility can be performed using TDOA on the one-way communication of the second communication technology.

[0162] The EVSE (110) is supplied with power from a power supply network (not shown), and power is transmitted from the electric vehicle side onboard ACD (130) to the electric vehicle power supply circuit (not shown).

[0163] Power is supplied from the offboard ACD (120), i.e., the primary assembly, to the onboard ACD (130), i.e., the secondary assembly. In order to supply power from the primary assembly to the secondary assembly, a docking process is required between the primary assembly and the secondary assembly, and after power is supplied, an undocking process is performed to separate the primary assembly and the secondary assembly.

[0164] For example, a level-1 approach may be proposed when the primary and secondary assemblies are ACDS.

[0165] The advantage of this Level 1 approach is that it allows for the reuse of existing charging communication protocols (e.g., after docking).

[0166] The downside of Level 1 access is the complex design required to coordinate different protocols for the same session, and the potential for additional pairing between the two channels. For example, on the electric vehicle (EV) side, it must be verified that the SECC connected via the UWB channel and the SECC connected via the PLC channel are identical. Furthermore, different methods may need to be implemented for similar charging modes. Implementing UWB+PLC technology in the ACDU and WLAN technology in the ACDS requires additional design effort. Authentication between the EVCC and the SECC also needs to be performed redundantly. For example, separate authentication is required for PLC and UWB connections, respectively.

[0167] This allows the present invention to utilize Level-2 communication technologies proposed in ISO 15118-20 and others. WLAN can fully function in ACDS / U communications. UWB can play a key role in localization, vehicle positioning, and pairing.

[0168] In one embodiment of the present invention, WLAN and UWB can be used together in the modified ISO 15118 (-20 & -8). In addition to UWB, short-range communication technologies such as BLE, RFID, or irDA can be used.

[0169] WLAN can be suitable for complex data communication (TCP / IP / TLS / XML). And UWB can be more advantageous than WLAN in pairing and positioning due to its distance sensing function (ranging). Therefore, in one embodiment of the present invention, WLAN can be used as the main channel for most sessions except for pairing and positioning and the discovery process which is the preparation process. UWB can be used for vehicle positioning and, if necessary, pairing. In addition, UWB can be implemented to be used as an auxiliary channel for docking, undocking, ACD-related error detection or handling. It will be apparent to those skilled in the art that short-range communication techniques having similar characteristics to UWB compared to WLAN can be used instead of UWB in other embodiments of the present invention. Examples of such techniques include BLE, RFID, irDA, or NFC communication techniques.

[0170] For variations such as the embodiments of the present invention described below, ACDS / U parameters related to VSE (Vendor specific element) and / or Additional Info. in ISO 15118-8 may be proposed to be modified. In ISO 15118-20, message parameters, message sequences, additional namespaces, and requirements may be proposed to be changed or added.

[0171] According to one embodiment of the present invention, an ACD charging communication method can be provided that defines a new namespace, changes message parameters, changes message sequences, and utilizes a docking-undocking-pairing mechanism.

[0172] According to one embodiment of the present invention, an ACD charging communication method defining VSE additional information parameters for ACDP, ACDU or ACDS can be provided.

[0173] According to one embodiment of the present invention, a charging communication method for an ACD using a docking-undocking means using robotics (manipulator or robot arm) can be provided.

[0174] According to one embodiment of the present invention, a charging communication method for an ACD can be provided that can more effectively perform multiple procedures of communication between an electric vehicle / EVCC and a power supply equipment (EVSE) / SECC, and a charging process between a primary assembly and a secondary assembly, using two or more different communication techniques.

[0175] Although various communication technologies can be used, each communication technology has its own strengths and weaknesses, and the present disclosure proposes the selective application of a communication technology that can perform its role more effectively in various procedures of the electric vehicle charging process.

[0176] According to one embodiment of the present invention, a process in which electric mobility and a power supply device or electric vehicle supply equipment (EVSE) discover each other's existence and share configuration information may be performed using a first communication technology such as WLAN. An improved charging communication method and device may be provided in which an electric vehicle obtains location information and / or positioning information using a second communication technology specialized for short-range communication, positions the electric vehicle in a charging location, and then performs charging preparation and a charging process using a first communication technology having various functions. The location information and / or positioning information of the electric mobility may refer to a location of the electric mobility within a charging site, a relative location of the electric mobility with respect to an EVSE / ACD charger, and / or a relative location of an inlet of the electric mobility with respect to an EVSE / ACD charger.

[0177] In this process, a message type and data format can be proposed so that a procedure for a preparatory step for positioning and power supply between an electric vehicle and a charging manipulator can be performed, taking into account various types of electric vehicle charging ports, various types of electric vehicle power supply devices, and various charging methods when supplying power to an electric vehicle from a power supply device or electric vehicle supply equipment (EVSE).

[0178] FIG. 2 and FIG. 3 are conceptual diagrams illustrating protocols of charging communication and localization technology using a first communication technology such as wireless local area network (WLAN) and a second communication technology such as UWB communication that can be employed in the architecture of FIG. 1 according to one embodiment of the present invention.

[0179] One embodiment of the present invention illustrated in FIGS. 2 and 3 provides an ACD charging communication method using a docking-undocking means using robotics, and a communication method is disclosed that is performed from the process of electric mobility entering a charging station, preparing for charging, to the process of starting and ending charging.

[0180] According to one embodiment of the present invention, positioning (S330) may refer to a process of moving and parking at a location and / or position sufficiently close to allow the manipulator of the ACD charger to approach the inlet of the mobility. At this time, it may be required that the mobility be parked such that the inlet position is located within the mating space of the ACD.

[0181] According to an alternative embodiment of the present invention, in order to accommodate various types of ACD chargers, the vehicle may be required to be parked such that the position of the power receiving device is within the mating space of the ACD charger instead of the inlet of the mobility.

[0182] High-level communications, such as WLAN, are used to communicate for charging electric mobility, and, if necessary, localization-specific communication technologies, such as UWB, are used to assist with positioning (S330). In this case, localization-specific communication technologies are more effective for localization (S320) and positioning (S330), but there is a possibility of inefficiency in the process of managing the entire communication session using WLAN communication technologies.

[0183] In one embodiment of the present invention, localization (S320) and positioning (S330) can be performed independently from WLAN by maximizing the advantages of localization-specific communication technology.

[0184] In an alternative embodiment of the present invention, secure localization (S360) using localization-specific communication technology may be performed in conjunction with WLAN-based position confirmation (S260).

[0185] Localization (S320) and positioning (S330) using a second communication technology such as UWB can be performed between the discovery and configuration process (S210) by a first communication technology such as WLAN and the WLAN-based connection and pairing (S240).

[0186] At this time, the configuration information and identification information of the EVSE and / or ACD charger shared in electric mobility during the discovery and configuration process (S210) can be used in localization (S320) and positioning (S330), and can also be used in subsequent connect and pairing (S240), thereby improving the efficiency of the overall communication session.

[0187] In the embodiments of FIGS. 2 and 3, UWB communication is described for convenience of explanation. However, in other embodiments of the present invention, UWB may be replaced with or used in parallel with another second communication technology, which will be described later. The second communication technology may be a low-level communication technology, and may be required to be a communication technology suitable for localization.

[0188] In the embodiments of FIGS. 2 and 3, WLAN communication is described for convenience of explanation. However, in other embodiments of the present invention, WLAN may be replaced with or used in parallel with another first communication technology described later. The first communication technology may be required to be a high-level communication technology.

[0189] According to one embodiment of the present invention, while the main communication for charging electric mobility is performed using Level-2 communication (first communication technology) such as WLAN, localization is performed using a second communication technology (which has a narrow range and is advantageous for specifying a location) such as UWB (S320), and positioning is performed using the localization result information (S330).

[0190] According to one embodiment of the present invention, connect and pairing (S240) can be performed using a first communication technology after positioning (S330).

[0191] After connect and pairing (S240), charging communication (S270) based on known standards such as ISO 15118-20 can be performed.

[0192] Secondary communication technologies such as UWB technology can be used for localization (S320) and mobility positioning (S330), or in preparation for them.

[0193] Configuration information collected by a first communication technology such as WLAN can be shared between the mobility and the EVSE / ACD charger for subsequent processes.

[0194] The second communication technology may refer to UWB, RFID, NFC, irDA, etc. The second communication technology may be, for example, a low-level communication technology. The second communication technology may be a communication technology that does not require a large communication cost and can be implemented with simple hardware. The second communication technology may be a communication technology for performing a specified task in a specified environment. In this case, the specified task may include assistance for localization, part of pairing, and / or positioning, as included in one embodiment of the present invention.

[0195] The second communication technology may be a technology that can easily determine the location and / or distance in the process of identifying the communication partner due to the short communication range.

[0196] In an alternative embodiment of the present invention, precise positioning can be assisted during the location (S320) and positioning (S330) processes using a second communication technology, utilizing visual information from RFID, cameras installed at charging stations, CCTV, or other imaging devices. Additionally, visual information from mobility or imaging devices possessed by the user may be utilized.

[0197] This process can be achieved by auxiliary use of vision information obtained from short-range communication networks such as RFID, BLE, irDA, RFID, optical means or imaging devices.

[0198] The WLAN client of electric mobility can connect to the correct WLAN server to ensure accurate pairing.

[0199] The remaining charging communication process (S270) after pairing (S240) can be performed by a first communication technology such as WLAN.

[0200] First-level communication technology can refer to technologies capable of Level-2 communication, such as WLAN. Compared to second-level communication technologies, first-level communication technology can implement higher-level applications and provide diverse applications and functions.

[0201] In other words, the first communication technology can refer to a technology that has a relatively rich amount of information and functions that can be provided through communication, provides excellent security performance for identification, authentication / authorization, control, billing, etc., and has excellent communication performance such as capacity and speed.

[0202] In the embodiments of FIGS. 2 and 3, the communication operation on the electric mobility side can be performed by the EVCC on the electric mobility side controlling and managing part or all of the communication functions of the UWB communication module and the WLAN communication module on the electric mobility side.

[0203] In the embodiments of FIGS. 2 and 3, communication operations on the EVSE / ACD charger side can be performed by the SECC on the EVSE / ACD charger side controlling and managing some or all of the communication functions of UWB anchors and WLAN APs related to the EVSE / ACD charger.

[0204] In the embodiments of FIGS. 2 and 3, the information exchanged between electric mobility and the EVSE / ACD charger using UWB communication technology can also be used in communication operations using WLAN communication technology under the control and management of the EVSE or SECC. Similarly, the information exchanged between electric mobility and the EVSE / ACD charger using WLAN communication technology can also be used in communication operations using UWB communication technology under the control and management of the EVSE or SECC.

[0205] Referring again to FIGS. 2 and 3 together, the Discovery and Configuration step S210 may be initiated when the electric mobility enters a charging spot or charging site.

[0206] In step S210, electric mobility can discover nearby ACD sites.

[0207] Electric mobility can receive configuration information via WLAN.

[0208] According to one embodiment of the present invention, step S210 can be defined and performed by an extension of the VSE (vendor-specific elements) of the ISO 15118-8 standard.

[0209] According to one embodiment of the present invention, in step S210, electric mobility can discover nearby ACD sites using information such as provider name and supporting charging types.

[0210] If the electric mobility supports ACD charging, the electric mobility can receive configuration information from nearby ACD sites.

[0211] According to one embodiment of the present invention, in step S210, WLAN APs related to EVSE / ACD chargers broadcast discovery information and configuration information, and electric mobility can discover nearby ACD sites by receiving the discovery information and configuration information.

[0212] The AP on the EVSE / ACD charger side broadcasts beacon messages, and the beacon messages may include a VSE field. The VSE field may include discovery information and configuration information. At this time, the message, VSE, and related information may refer to the IEEE 802.11 and ISO 15118-8 standards. However, some contents of the ISO 15118-8 standard may be added or expanded for an embodiment of the present invention.

[0213] Discovery information can refer to the contents defined in the ISOP 15118-8 standard.

[0214] Configuration information may include information describing UWB anchors (e.g., channel, identifiers, etc.) and ACD chargers (e.g., identifier and mating space).

[0215] In an alternative embodiment of the present invention, a layer-2 security mechanism may be applied in step S210. The layer-2 security mechanism may refer to, for example, the IEEE 802.1x standard or the ISO 15118-20 standard. If the layer-2 security mechanism is applied in step S210, pairing confirmation (S250) or position confirmation (S260) described below may be omitted.

[0216] At this time, in step S210, an embodiment is shown in which EVSE / ACD chargers periodically or aperiodically broadcast their identifiers, mating spaces, information for localization (such as information on anchors), etc., but in an alternative embodiment of the present invention, when a mobility enters a charging spot, it can broadcast a request message for discovery and configuration (S210), and in response, EVSE / ACD chargers can feed back necessary information.

[0217] According to one embodiment of the present invention, a localization step (S320) of an electric mobility and a positioning step (S330) of an electric mobility may be performed using a second communication technology such as UWB. Steps S320 and S330 may be performed simultaneously or alternately.

[0218] In step S320, the electric mobility can calculate its own position at least twice until positioning (S330) is successfully performed.

[0219] Electric mobility can calculate its own location using the Time Difference of Arrival (TDOA) method. The TDOA method can be derived from, for example, the IEEE 802.15.4z standard. The location of the electric mobility calculated in step S320 can be calculated based on the charging site coordinate system.

[0220] In step S320, UWB anchors mounted on each EVSE / ACD charger may periodically broadcast "blink" messages. The "blink" messages may be sequentially broadcast by each UWB anchor according to a predefined inter-anchor interval. The UWB anchors may be time synchronized with each other.

[0221] Multiple electric vehicles can enter a single charging station equipped with multiple ACD chargers. Each electric vehicle can measure the time differences between blink messages and solve the hyperbola equations derived from the measurement results to estimate the location of each electric vehicle.

[0222] In step S320, the necessary parameters required for calculating the location of electric mobility can be obtained from the configuration information or configuration data obtained in the aforementioned step S210.

[0223] At this point, in step S320, electric mobility can only receive messages. Therefore, multiple electric mobility can calculate their locations without confusion in a scalable manner.

[0224] While step S320 illustrates an embodiment in which the electric mobility only receives messages, an alternative embodiment of the present invention allows the mobility to transmit a request message for localization, to which EVSE / ACD chargers may respond with feedback of localization parameters. In this case, each of the multiple electric mobility can calculate its own location without confusion by using different time intervals / frequency bands / channels, etc.

[0225] In step S330, the electric mobility can position its own inlet within the mating space of the ACD selected by the driver of the electric mobility. At this time, the target location for the inlet of the electric mobility to reach within the mating space of the selected ACD charger (i.e., within the reachable range of the ACD manipulator) may be referred to as a "charging location" for convenience of explanation.

[0226] In step S330, the electric mobility may maneuver based on the position calculated and estimated in step S320. The electric mobility may repeatedly / continuously perform positioning (S330) until it reaches the charging location, and the positioning (S330) may be performed manually by a driver or through autonomous driving.

[0227] At this time, electric mobility can be positioned based on the location obtained in step S320 and the site map information obtained in step S210 (S330). At this time, the site map information obtained in step S210 can be included in the configuration information.

[0228] While an electric vehicle is moving within a charging site, the driver or autonomous driving system of the electric vehicle can determine the ACD charger. To achieve this, the electric vehicle can continuously monitor the distance to the closest mating space. The distance between the electric vehicle's inlet and the mating space can be monitored.

[0229] Once an electric vehicle determines which EVSE / ACD charger to use (e.g., based on a driver's decision, reservation information, or autonomous driving system of the electric vehicle), the electric vehicle can access the determined EVSE / ACD charger. At this time, in positioning step S330, the electric vehicle may guide the driver, or the electric vehicle may move to the charging location using the autonomous driving system or automatic parking system. The charging location may refer to the target location of positioning step S330, where the inlet of the electric vehicle is located within the mating space of the nearest ACD charger.

[0230] When the inlet of the electric mobility enters the mating space, the electric mobility can indicate to the driver or the parking system to stop the mobility system.

[0231] Steps S320 and S330 may continue to be performed until the driver / parking system settles on the ACD charger.

[0232] In step S240, the electric vehicle can connect to a WLAN AP based on the information collected in step S210. Here, the WLAN AP refers to a WLAN AP bound to the ACD charger where the electric vehicle is parked. During the connection, the electric vehicle and the AP can confirm pairing information with each other.

[0233] The electric mobility can search for an AP connected to an ACD charger by referring to the configuration data exchanged in step S210 and obtain the AP's channel and BSSID. At this time, the AP is the AP connected to the EVSE / ACD charger from which the electric mobility seeks to receive power.

[0234] An electric mobility may transmit an association request message to an AP using WLAN. The association request message may refer to the IEEE 802.11 standard. The association request message may include a VSE field containing pairing information. The pairing information may include a randomly-chosen pairing ID of the electric mobility, the location of the electric mobility, the ACD ID to be connected, and the ACD mating space. In this case, the ACD ID and the ACD mating space may be obtained from the configuration information obtained in step S210.

[0235] The pairing ID of electric mobility can be randomly generated as a one-time use identity for the session.

[0236] The WLAN AP can verify whether the pairing information received from the electric vehicle is valid. If the verification result is valid, the WLAN AP can accept the connection with the electric vehicle.

[0237] After step S240, charging communication can be performed with reference to the ISO 15118-20 standard (S270).

[0238] Step S270 may include session setup (S272), pairing confirmation (S250), position confirmation (S260), service description and authentication / authorization (S274), docking (S276), charging communication (S280), undocking (S282), termination (S284), etc.

[0239] In step S250, the electric mobility and EVSE / ACD charger can verify through a secure channel whether the configuration information used by the electric mobility as pairing information is accurate.

[0240] If layer-2 security is not imposed in step S210, step S250 may be performed. In this case, step S250 may be performed via a secure channel established with reference to the ISO 15118-20 standard.

[0241] Once an ISO 15118-20 TLS channel is established, the EVCC and SECC can exchange Pairing Req / Res messages. Based on the Pairing Req / Res messages, the accuracy of the pairing information can be confirmed.

[0242] After a successful WLAN association between the electric mobility and the AP (between the EVCC and the SECC), the electric mobility can perform the Service Discovery Protocol (SDP or SECC Discovery Protocol) protocol referring to the ISO 15118-20 standard.

[0243] A TLS 1.3 handshake is performed between EVCC and SECC, and a secure channel can be established based on this (ISO 15118-20 V2G).

[0244] If layer-2 security defined in the ISO 15118-20 standard, such as WPA2 / WPA3, is not imposed in step S210, after the Session Setup Res message in step S272 is transmitted from the SECC to the EVCC, the EVCC may transmit a Pairing Req message to the SECC via the secure channel in step S250. At this time, the request message for step S250 may include the WLAN client MAC address of the electric mobility, the pairing ID of the electric mobility (the ID included in the association request message in step S240), the location coordinates of the inlet of the electric mobility (the information transmitted in step S240), etc.

[0245] SECC can verify the Pairing Req message.

[0246] If the verification result confirms that the pairing information is correct, the SECC can respond to the EVCC with a Pairing Res message via the secure channel. The response message of step S250 may include the SECC's ACD ID, ACD mating space, and the BSSID of the AP associated with the SECC.

[0247] Electric mobility controller (or EVCC) can verify pairing information received from SECC.

[0248] In step S260, the electric vehicle and the EVSE / ACD charger can verify the location of the electric vehicle. Step S260 can be performed using both WLAN and UWB communication technologies (see S360: Secure Localization).

[0249] In step S260, bogus anchors that may affect localization accuracy are excluded, and only authenticated anchors can participate, enabling accurate localization. In step S260, secure location can be performed using UWB blink messages broadcast from UWB anchors and a secure TDOA method with an authenticated code via a WLAN secure channel (see S360).

[0250] The EVCC and SECC can exchange fresh information over a secure channel. This new information can be exchanged to securely derive a temporal fingerprint that allows electric mobility to identify the anchors' blink messages.

[0251] The SECC can transmit a temporal group key to the EVCC. The temporal group key can be generated using a temporal message authentication code (MAC) so that the EVCC can check the authenticity of the blink.

[0252] Anchors connected to SECC can transmit each blink message by adding a Bloom Filter Bit string and message authentication code.

[0253] Electric mobility or EVCC can only accept blink messages that contain a Bloom Filter Bit string matching the electric mobility and an accurate message authentication code.

[0254] EVCC can send a Position Confirm Req message that represents a randomly generated nonce.

[0255] The SECC may respond with a Position Confirm Res message. The Position Confirm Res message may include a randomly generated nonce, a group ID, a channel number (#CH), a blink interval, a list of anchor IDs and their coordinates, a group key, a Bloom Filter length, a Bloom Filter hash count, and the maximum number of on-bits in the Bloom Filter. The list of anchor IDs, the coordinates of the anchors, etc. may be provided along with the transmission order in which the anchors transmit the blink messages.

[0256] The EVCC and SECC can compute Bloom Filter bits and change values ​​for each blink. The SECC can transmit Bloom Filter seeds for electric mobility to the group's anchors.

[0257] Each anchor can add a message authentication code to each blink and add Bloom Filter bits for electric mobility to each blink's Bloom Filter bits.

[0258] After receiving the first Position Confirm Res message from the SECC, the electric vehicle can begin measuring the TDOA of blinks with the correct message authentication code. Each blink may be required to have the correct message authentication code and the bits assigned to the electric vehicle. The bits assigned to each electric vehicle can have any value from 1 to a preset maximum bit.

[0259] The EVCC may repeat the Position Confirm Req / Res loop until a sufficient number of consecutive valid blink messages are collected to estimate the location of the electric vehicle.

[0260] Based on the location of the vehicle or inlet derived using secure TDOA, EVCC can verify whether the electric vehicle's inlet is located within the mating space of the ACD charger. If the verification result is positive, the next step, step S274, can be performed. If the verification result indicates that the vehicle's inlet is not within the mating space, the session can be stopped.

[0261] In an alternative embodiment of the present invention, in order to accommodate various charging types of the mobility and EVSE / ACD charger, it may be verified whether the location of the power receiving device is within the mating space instead of the inlet of the mobility.

[0262] After that, in docking step S76, the cable is connected and charging can then begin.

[0263] Communications required for subsequent charging processes can be performed using WLAN. The high-bandwidth, reliable communication technology provided by WLAN can be provided to the charging communication process along with enhanced security features.

[0264] A first communication technology, such as WLAN technology, can trigger another communication technology. For example, communication with a robotics-based ACD can be triggered by the first communication technology (S476, S482). Furthermore, UWB-based communication can also be disconnected (not shown) as the termination step (S284) of WLAN-based communication is performed.

[0265] Step S210 is where the electric vehicle discovers the nearest EVSE (ACD) and establishes communication. Secondary communication technologies, such as UWB, have a narrow range and are optimized for roles like location estimation, enabling the electric vehicle to discover the nearest EVSE (ACD) at low cost.

[0266] In the positioning of step S330, the electric mobility can be controlled to move to a dockable location or a mateable position and adjust the position of the mobility, or the driver can be guided with necessary information.

[0267] The WLAN-based discovery and configuration step S210 may include L2 setup and compatibility check using ISO 15118-8. In the subsequent session setup (S272), for example, an SDP session for WLAN may include SECC discovery and compatibility filtering. The session setup (S272) may include parameter negotiation. Although the session setup (S272) primarily uses WLAN, in an alternative embodiment of the present invention, a second communication technology such as UWB, as well as a wired communication technology such as PLC, may be used as an auxiliary technology to perform compatibility check, parameter exchange, etc.

[0268] Positioning (S330) can use the results of UWB-based location (S320) to position the vehicle within the docking area, and the ACD and / or electric mobility can record the results. These records can ensure accurate positioning between the electric mobility and the EVSE / ACD charger.

[0269] The docking session (S276) can be performed by the ACD's robotics via WLAN (S476), and the ACD can record the results. The undocking session (S282) can be performed by the ACD robotics (S482), and the ACD can record the results. When the ACD charging communication based on ISO 15118-20 is terminated (S284), the UWB, etc. can also be disconnected prior to or together with the disconnection of the communication.

[0270] At this time, although an embodiment is shown in which the mobility first transmits a request message in step S210, in an alternative embodiment of the present invention, the EVSE / ACD / charger may periodically or aperiodically broadcast their mating space and / or localization parameters, and the mobility may receive them and select one of them to perform step S210.

[0271] In step S220, localization and positioning can be performed simultaneously or sequentially. The mobility can continuously measure its own location and the relative distance from the ACD. As the mobility moves through positioning, the location and relative distance can be updated. The mobility can move so that the inlet is located within the mating space.

[0272] Although embodiments based on ACD-based charging are shown in FIGS. 2 and 3, alternative embodiments of the present invention can be applied to other use cases as well.

[0273] An alternative embodiment of the present invention may be applied to conductive charging (including AC and / or DC) using WLAN. This may be considered in cases where the physical connection of the charging cable is performed without communication, for example, by a person.

[0274] Existing mechanisms, such as CCS and CHAdeMO, can utilize wired communication technologies embedded in the charging cable. Examples of such technologies include Power Line Communication (PLC) for CCS, and CAN or CANbus for CHAdeMO.

[0275] In these alternative embodiments, parts of the WLAN-based S270 process may be replaced by wired communication or human verification.

[0276] Referring to FIG. 2, a communication method for electric mobility charging performed by an electric vehicle communication controller (EVCC) of electric mobility according to one embodiment of the present invention may include the following operations.

[0277] A charging communication method for electric mobility charging according to one embodiment of the present invention may include a step (S210) in which an EVCC discovers a first electric vehicle supply equipment (EVSE) within a range using a first communication technology; a step (S320) in which the EVCC obtains information for positioning the electric mobility to a charging location to receive power from the first EVSE using a second communication technology; and a step (S240) in which, after the electric mobility is positioned to the charging location (S330), the EVCC performs a communication connection and pairing with an electric vehicle supply equipment communication controller (SECC) of the first EVSE using the first communication technology.

[0278] The step (S210) in which the EVCC discovers the first EVSE using the first communication technology may include the steps of: receiving a beacon message including a vendor specific elements (VSE) field including discovery information and configuration information from a plurality of access points (APs) using the first communication technology, each of which is associated with a plurality of EVSEs; and determining one of the plurality of EVSEs as the first EVSE.

[0279] At this time, the EVSE corresponding to the closest ACD charger among multiple EVSEs can be determined as the first EVSE.

[0280] In a charging communication method for electric mobility charging performed by an EVCC according to one embodiment of the present invention, the configuration information may include information describing a plurality of anchors that are associated with each of the access points and each of the plurality of EVSEs and that utilize a second communication technology; and information describing a charger of an Autoconnect / Automatic Charging Device (ACD) that is associated with each of the plurality of EVSEs.

[0281] At this time, information describing a plurality of anchors may include a channel or identifier of each of the plurality of anchors, and information describing a charger of the ACD may include an identifier of each charger of the ACD, or a mating space.

[0282] The step (S320) of obtaining information for positioning electric mobility to a charging location by using a second communication technology by the EVCC may include the step of receiving a blink message broadcast from a plurality of time-synchronized anchors using the second communication technology; and the step of measuring the location of the electric mobility by using a TDOA method that utilizes a time difference between the blink messages.

[0283] The step (S320) in which the EVCC acquires information for positioning the electric mobility to a charging location using a second communication technology may be performed at least twice to calculate the location of the electric mobility while the electric mobility is positioned to the charging location (S330). At this time, the electric mobility may be positioned to the charging location based on the calculated location result (S330). That is, the positioning process (S330) of the electric mobility may be performed using the calculated location result of the electric mobility.

[0284] The charging location may refer to a target location of an electric mobility that satisfies the condition that the inlet of the electric mobility is located within the mating space of the ACD of the first EVSE.

[0285] In the step (S210) where the EVCC discovers the first EVSE, the EVCC can obtain configuration information including whether the first EVSE supports the ACD function, whether the first EVSE supports the second communication technology, and an identifier of an anchor or ACD charger associated with the first EVSE.

[0286] At this time, at least one of the step of obtaining information for positioning electric mobility to a charging location (S320) and the step of performing communication connection and pairing by the EVCC (S240) may be performed by the EVCC based on the setting information.

[0287] The step (S240) in which the EVCC performs communication connection and pairing using the SECC of the first EVSE and the first communication technology may include the step of obtaining pairing information of the first EVSE, including a randomly selected pairing identifier of the electric mobility, a location of the electric mobility, an ACD identifier of the first ACD associated with the first EVSE, or a mating space of the first ACD, based on the configuration information of the first EVSE; and the step of transmitting a communication association request message including the pairing information of the first EVSE to the SECC of the first EVSE.

[0288] A charging communication method for electric mobility charging performed by an EVCC according to one embodiment of the present invention may further include a pairing confirmation step (S250) between the EVCC and the SECC after communication connection and pairing between the EVCC and the SECC are performed (S240).

[0289] At this time, step S250 may include a step of establishing a secure channel; a step of transmitting a pairing request message including a wireless LAN client MAC address of the electric mobility, a pairing identifier of the electric mobility, or location coordinates of an inlet of the electric mobility to the SECC via the secure channel; a step of receiving a pairing response message including an ACD identifier of the SECC, an ACD mating space, or a BSSID of an AP associated with the SECC from the SECC via the secure channel; and a step of the electric mobility verifying pairing information in the pairing response message.

[0290] A charging communication method for electric mobility charging performed by an EVCC according to one embodiment of the present invention may further include a position confirmation step (S260) between the EVCC and the SECC after communication connection and pairing between the EVCC and the SECC are performed (S240).

[0291] At this time, step S260 may include a step of establishing a secure channel; a step of exchanging temporary security information or encoded security information between the EVCC and the SECC via the secure channel, which can check the authenticity of a blink message broadcast from a plurality of anchors using a second communication technology; a step (S360) in which the EVCC identifies the blink message based on the temporary security information or the encoded security information and measures the location of the electric mobility based on time synchronization information of the plurality of anchors from the identified blink message; and a step in which the EVCC verifies whether the location of the electric mobility is within the mating space of the ACD of the first EVSE.

[0292] At this time, the encrypted security information may include a checker code, etc., and the checker code may include, for example, a Bloom Filter Bit string.

[0293] In a charging communication method for electric mobility charging performed by EVCC according to one embodiment of the present invention, the first communication technology may be wireless LAN (WLAN) technology, and the second communication technology may be one of UWB, RFID, NFC, or IrDA technology.

[0294] Referring again to FIG. 2, a charging communication method for electric mobility charging, performed by an electric vehicle power supply controller (SECC, Supply Equipment Communication Controller) associated with a primary assembly for transmitting power to electric mobility according to one embodiment of the present invention, may include the following operations.

[0295] According to one embodiment of the present invention, a charging communication method for charging electric mobility may include a step (S210) of broadcasting a beacon message including a vendor specific elements (VSE) field including discovery information and configuration information via an access point (AP) using a first communication technology; a step (S320) of broadcasting a blink message having a predetermined inter-anchor interval based on synchronized time information via an anchor using a second communication technology; and a step (S240) of performing a communication connection and pairing with the electric mobility using the first communication technology after the electric mobility is positioned at a charging location to receive power from a primary assembly (S330).

[0296] In a charging communication method for electric mobility charging performed by SECC according to one embodiment of the present invention, the configuration information may include information describing an anchor that is associated with an access point and a primary assembly and uses a second communication technology; and information describing a charger of an Autoconnect / Automatic Charging Device (ACD) associated with the primary assembly.

[0297] At this time, information describing the anchor may include a channel or identifier of the anchor, and information describing the charger of the ACD may include an identifier of the charger of the ACD, or a mating space.

[0298] In a charging communication method for electric mobility charging performed by SECC according to one embodiment of the present invention, a charging location may refer to a target location of an electric mobility that satisfies a condition that an inlet of the electric mobility is located within a mating space of an ACD of a primary assembly.

[0299] In a charging communication method for electric mobility charging performed by an SECC according to one embodiment of the present invention, the configuration information may include whether the primary assembly supports the ACD function, whether the SECC supports a second communication technology, and an identifier of an anchor or ACD charger. In this case, the step of performing communication connection and pairing with the electric mobility using the first communication technology may be performed based on the configuration information.

[0300] According to one embodiment of the present invention, a charging communication method for electric mobility charging performed by a SECC may further include a pairing confirmation step (S250) between the electric mobility and the SECC after communication connection and pairing between the electric mobility and the SECC are performed (S240).

[0301] At this time, step S250 may further include a step of establishing a secure channel; a step of receiving a pairing request message including a wireless LAN client MAC address of the electric mobility, a pairing identifier of the electric mobility, or location coordinates of an inlet of the electric mobility, from the electric mobility via the secure channel; and a step of transmitting a pairing response message including an ACD identifier of the SECC, an ACD mating space, or a BSSID of an AP associated with the SECC to the electric mobility via the secure channel.

[0302] FIG. 4 is a conceptual diagram illustrating entities and their operations participating in a discovery and configuration process for charging communication according to one embodiment of the present invention.

[0303] Referring to FIG. 4, an ACD(i) (i=1 to n) corresponding to each of n EVSEs in a charging station, an AP(i) (i=1 to n) dedicated to each ACD(i), and an anchor AC(i) (i=1 to n) dedicated to each ACD(i) are illustrated.

[0304] For example, for ACD(i)(120a), AP(1)(122a) and anchor AC(1)(124a) may be assigned, and for ACD(n)(120n), AP(n)(122n) and anchor AC(n)(124n) may be assigned.

[0305] For convenience of explanation, it is assumed that step S210 of FIGS. 2 and 3 begins when the electric mobility (500) enters the charging station.

[0306] In this specification, it is assumed that an ACD charging site includes multiple (n in FIG. 4) ACD chargers. Each ACD charger ACD(i) may be equipped with a UWB anchor AC(i) and a WLAN-AP AP(i). Each ACD charger ACD(i) may be assigned one ACD-ID and mating space. In this case, the mating space is given as a three-dimensional cuboid and may be represented by a starting corner and an ending corner, as illustrated in FIG. 6, which will be described later.

[0307] ACD chargers ACD(i) can be arranged so that the whole charging site is covered by the UWB anchors and APs of the ACD charger ACD(i).

[0308] For convenience of explanation, the ACD ID of the ith ACD can be represented as ACD(i), the mating space as MS(i), the AP MAC address as AP(i), and the UWB anchor as AC(i).

[0309] The PID of electric mobility (500) is represented by EVPID, and n APs and n anchors can be placed for n ACDs.

[0310] APs can be deployed to cover the charging site area with a minimum number of APs. The locations of the APs can be independent of the locations of the ACDs. However, the locations of the APs can be adjusted so that each AP effectively covers the locations of the ACDs. In alternative embodiments, the number of APs can be equal to or greater than the number of ACDs. In some cases, two or more APs can be associated with a single ACD.

[0311] For an electric mobility (500) or EVCC to connect to a SECC, it is required to connect to an AP corresponding to an ACD.

[0312] UWB anchors can be deployed separately from ACD chargers. Anchors can be deployed to maximize localization performance. Each anchor can be assigned an ID AC(i) and location information Loc_AC(i).

[0313] In step S210 of FIG. 2, WLAN-AP(i)s can broadcast configuration information using WLAN. At this time, WLAN-AP(i)s can broadcast configuration information according to predetermined rules, or can broadcast configuration information in response to a request message broadcast by electric mobility (500).

[0314] FIG. 5 is a conceptual diagram illustrating entities and their operations participating in a localization process according to one embodiment of the present invention.

[0315] Referring to Fig. 5, n anchors (124a, 124n) can periodically broadcast blink messages via a predefined channel C at a predefined timing. Each consecutive transmission is t △ They can be spaced apart by a time interval. This time interval can be referred to as a blink interval.

[0316] A single blink message can contain the following fields:

[0317] Group ID: 1-byte integer

[0318] Anchor ID: 1-byte integer

[0319] Round ID: 4-byte integer

[0320] Nonce: 2-byte bit string

[0321] Sig: Message signature (64 bytes)

[0322] Each blink message can reference the SP3 packet format defined in the IEEE 802.15z standard. The message signature can be generated, for example, by ECDSA using the secp256r1 curve based on a bit string (8 bytes in total) containing the group ID and nonce.

[0323] The n APs (122a, 122n) may periodically broadcast beacon messages. For example, a beacon message defined in the IEEE 802.11 standard may be broadcast, and for example, the beacon message may be broadcast at 100 ms intervals. As described above, the beacon message includes configuration information.

[0324] Each broadcast message may contain at least one vendor-specific element (VSE). A VSE may contain at least one of the following content, tailored to the sender and purpose of each message:

[0325] Table 1 shows an example of information on the SECC side, configured with reference to the ISO 15118-8 standard.

[0326] ContentsValueLengthElements IDOxDD1Length <len>1Org ID <iec>5Type0x031ETT <ett>1Country <country>2Operator ID<OP ID>3Site ID <site>5

[0327] Table 2 illustrates one example of ACD and anchor information that may be included in a message.

[0328] ContentsValueLengthACD CountN1ACD ID <id>2Mating Space<x, y, z>, <x, y, z>24Reserved26x(N-1)Group Number <g>1Blink Channel <ch>1Blink Intervalt △ 4Anch CountM1Anch ID <id>2Anch Loc.<x, y, z> 12Reserved14x(M-1)

[0329] Referring to Table 2, ACD information may include the following:

[0330] Number of ACDs (basic setting = "1")

[0331] List of (ACD-ID and mating space) / ACD bound to a specific AP

[0332] ACD ID is a 2-byte integer

[0333] Mating space is represented by the coordinates of two corners of the cuboid (24 bytes, assuming each coordinate is 4 bytes)

[0334] Anchor information within a range may include:

[0335] Anchor Group ID

[0336] Blink Channel

[0337] Blink interval t △ (in microseconds)

[0338] Number of (reachable) anchors

[0339] List of anchor IDs and their 3D coordinates / (x, y, z) of 4x3 bytes

[0340] These items can be included in a blink message and transmitted in the order shown in Table 2.

[0341] Table 3 illustrates one example of additional information describing ACD.

[0342] ETTParameterValueDescriptionACDT(ACD Type)PACDPUACDUSACDSE(Energy Type)ACAC chargingDCDC chargingC (Case)DCase DECase EV(Vehicle Positioning)UUWBOOpticalMManual (Autonomous Parking)P(Pairing)UUWBOOpticalRRFIDMManual (Autonomous Parking)I(Inlet cover handling)Eby EVAby ACD manipulator

[0343] Referring to Table 3, additional information is exemplified when ETT (Energy Transfer Type) is defined as ACD. When an electric mobility (500) enters an ACD charging site, the electric mobility (500) can scan WLAN channels to recognize a beacon message including a VSE field specified as above.

[0344] If multiple sites are found, you can choose the site with the higher RSSI or decide manually.

[0345] Electric mobility (500) can collect anchor information and configure at least one UWB receiver.

[0346] A single UWB receiver may be sufficient for localization.

[0347] More than one UWB receiver may be used to identify the orientation of the mobility (500).

[0348] Electric mobility (500) can collect ACD information.

[0349] The bytes allocated to each field shown in Tables 1 to 3 above are based on the assumption that the size of the entire VSE is 256 bytes. If 256 bytes are insufficient, an additional VSE can be defined to add extra information.

[0350] As an example of a method for saving VSE space, when one AP and one anchor are dedicated to one ACD, the focus may be on ACD information and overlapping information among AP information and anchor information may be omitted or merged / separated into separate fields.

[0351] If layer-2 security (WPA2 / WPA3) is imposed in step S210, the VSE may include the anchor's public key to perform secure TDOA. (In this case, step S260 may be omitted.)

[0352] After an electric mobility (500) discovers a charging site and receives configuration information, the mobility (500) may begin to repeatedly perform a localization procedure (S320). The mobility (500) may repeatedly perform the localization procedure (S320) while moving within the charging site on its own.

[0353] Mobility (500) can calculate its own location using Time Difference Of Arrival (TDOA) (S320). The calculated location may be the location coordinate of the inlet of mobility (500). Meanwhile, TDOA may utilize the method defined in IEEE 15.4z.

[0354] Mobility (500) can receive blink messages from anchors having the same group number and round number. The group number and round number can be recognized in step S210. These k messages m i For example, the set of (m1, m2, ..., m k ) can be expressed as.

[0355] If one or more blinks are missing, the mobility (500) can adjust the inter-anchor interval. For example, if one anchor between two anchors is missing, the inter-anchor interval between the two anchors can be adjusted to 2t. Δ can be considered as.

[0356] Mobility (500) is the arrival time of blink messages i can be recorded. If a set of k messages (m1, m2, ..., m k ) record the arrival times of (a1, a2, ..., a k ) can be expressed as.

[0357] The difference in mobility-anchor distance between consecutive anchors △ i,i+1 If you calculate △ i,i+1 = SpeedOfLight * |a i+1 - a i - t △ | can be expressed as follows.

[0358] Given distance differences (△ 1,2 △ 2,3 , ..., △ k-1,k ) and anchor locations ([x1,y1,z1], ..., [x k , y k , z k ]), mobility (500) can calculate the estimated location. The location estimation of mobility (500) can be obtained by solving the intersection point of k-1 hyperbola curves. At this time, the k-1 hyperbola curves can be derived from the distance difference of each pair of consecutive anchors given by the following mathematical expression 1.

[0359] [Mathematical Formula 1]

[0360] | Distance(P EV , P AC(i) ) - Distance(P EV , P AC(j) ) | = △ i,j

[0361] At this time △ i,j is the distance difference between the i-th anchor and the j-th anchor, and P EV is the location of mobility (500), P AC (i) and P AC (j) may refer to the position of the i-th anchor and the position of the j-th anchor.

[0362] Mobility (500) can continue to update its own position until positioning step S330 is successfully completed.

[0363] At this time, a method for compensating for estimation / measurement errors in the localization results of mobility (500) may be additionally considered.

[0364] FIG. 6 is a conceptual diagram illustrating entities participating in a positioning process after localization according to one embodiment of the present invention, and their operations and results.

[0365] Based on the estimated location of the mobility (500) obtained in step S320 and the mating space information obtained in step S210, the mobility (500) can continuously identify the closest ACD. As the driver of the mobility (500) or the mobility (500) itself approaches a specific ACD (based on the user's free will, reservation information, or some ACD selection algorithm that utilizes the location of the mobility (500) and the ACD location, etc.), the mobility (500) can monitor whether the inlet of the mobility (500) enters the mating space of the ACD.

[0366] During positioning (S330), the mobility (500) may interact with the driver or the autonomous parking system to move the mobility (500) toward the mating space. The mobility (500) may notify the user or the parking system to not move the mobility (500) when the inlet is sufficiently within the mating space.

[0367] In positioning (S330), the direction of the ACD's manipulator (i.e., the approaching direction within the mating space) may also be taken into account so that the inlet is positioned at a position reachable by the ACD's manipulator.

[0368] After successful positioning (S330), the mobility (500) can be controlled to remain stationary. In an alternative embodiment of the present invention, a specific algorithm for accessing the mating space may additionally be considered.

[0369] The mating space can be expressed as a bounding box defined by the x, y, z coordinates of the starting corner and the x, y, z coordinates of the ending corner, as shown in Fig. 6.

[0370] If the mobility (500) is successfully positioned accurately within the reachable area of ​​the ACD manipulator through positioning (S330), the mobility (500) can connect to the AP corresponding to the ACD according to the ACD information contained in the VSE of the APs (S240). For example, if the mobility (500) is positioned in front of the ACD (2), the mobility (500) can perform a WLAN association procedure with the AP (2) corresponding to the ACD (2) by referring to the IEEE 802.11 standard.

[0371] During the association, the mobility (500) may transmit to the AP the pairing identity (EV-PID) of the mobility (500) and the location of the mobility (500) in the VSE field of the association request message along with information of the selected ACD.

[0372] Table 4 shows an example of items in the VSE field included in the association request message of step S240 on the mobility (500) or EVCC side configured with reference to the ISO 15118-8 standard after positioning (S330).

[0373] ContentsValueLengthElements IDOxDD1Length <len>1Org ID <iec>5Type0x041ETT <ett>1EV-PID <ev-pid>4EV Coord(x, y, z)12Anch Group <g>1ACD ID <id>2Mating space <X S , Y S , Z S >, <X E , Y E , Z E >24Add info*

[0374] The VSE format in Table 4 may be an extended version of the VSE format that references the ISO 15118-8 standard. Since the association request message represented in Table 4 is a message transmitted from the ACD EV side, a new entity type 0x04 may be added to indicate that the transmitting entity is an ACD EV. The EV-PID in Table 4 may be a randomly generated pseudonym that is consistently used for the session.

[0375] The EV Coord in Table 4 may refer to the estimated location of the inlet of the mobility (500).

[0376] The Anch Group in Table 4 may refer to an anchor group ID used for localization of mobility (500).

[0377] The ACD-ID in Table 4 may refer to the identity of the ACD that the mobility (500) recognizes as being located.

[0378] The mating space in Table 4 may refer to the mating space of the ACD where the mobility (500) is recognized to be located.

[0379] An AP that receives an association request message from a mobility (500) can verify the pairing information provided within the VSE in the message. The verification process may specifically include the following:

[0380] The AP can verify that the ACD-ID is correct based on the location of the mobility (500).

[0381] The AP can verify that the Mating space field corresponding to the ACD-ID is correct.

[0382] The AP can verify whether the inlet of the mobility (500) is located within the volume of the mating space.

[0383] AP can verify whether the EV-PID is unique for the site at the current point in time.

[0384] If the AP's verification is successful, the AP can accept the connection with the mobility (500). If the AP's verification fails, the AP can reject the connection with the mobility (500).

[0385] If the connection is successful, the mobility (500) can continue the higher-layer connection by referring to the ISO 15118-20 standard.

[0386] For example, the mobility (500) can perform the SDP protocol to determine the correct SECC based on the pairing information provided through the above process. After receiving connection information from the SECC, the mobility (500) can form a TLS 1.3 handshake with the SECC and establish a secure channel with the SECC. Thereafter, the mobility (500) can perform V2G charging communication (S270).

[0387] As described above, during WLAN association in step S240, the pairing information of the mobility (500) is verified using the knowledge of the infrastructure, but if layer-2 security (WPA2 / WPA3) is not used, the VSE may still not be integrity-protected information. This information may need to be verified after a secure communication channel is established based on the identity of the mobility (500) and the ACD charger.

[0388] EVCC and SECC can verify that an external attacker has not tampered with the information by exchanging pairing information again through a secure channel (S250).

[0389] Referring to FIGS. 3 and 6 together, after receiving a Session Setup Res message from the SECC (S272), the EVCC may transmit an ACD_Pairing Req message to the SECC. The ACD_Pairing Req message may include the following:

[0390] EV-PID, the pairing ID of EVCC

[0391] Inlet location of EVCC-equipped mobility (EV_Location in Table 5)

[0392] Table 5 shows one embodiment of the hierarchical structure of an ACD_Pairing Req message containing pairing information, structured similarly to the ISO 15118-20 standard.

[0393] Element NameElement NameElement NameType / DescriptionACD_PairingReq TypeHeaderv2gci_ct:V2G Request Type(extension)EVPIDEV_LocationCoord XACD_CoordinateXYZ_TypeCoord YCoord Z

[0394] Upon receiving the ACD_Pairing Req message, the SECC can verify the message using the ACD's mating space and AP association log. If the pairing information provided by the mobility is correct, the SECC can reply with an ACD_Pairing Res message to the EVCC. The ACD_Pairing Res message can include the following:

[0395] ACD ID

[0396] ACD mating space

[0397] Alternative ACD Info

[0398] Table 6 shows an example of the hierarchical structure of an ACD_Pairing Res message containing pairing information, structured similarly to the ISO 15118-20 standard.

[0399] Elements NameElements NameElements NameType / DescriptionACD_PairingRes TypeHeaderv2gci_ct:V2G Request Type(extension)Resoonse CodeACD IDACDMating SpaceCorner StartACD_Mating SpaceTypeCorner EndAlternativeACD InfoAPSSIDAlternative ACD TypeAPBSSIDSECCIP AddressSECC PortACD IDACD Mating Space

[0400] Table 7 specifically shows the sub-message structure of the ACD_Mating_Space entry in Table 6.

[0401] Element NameElement NameElement NameType / DescriptionACD_Mating SpaceCorner StartACD_Mating SpaceTypeCoord XACD_CoordinateXYZ_TypeCoord YCoord ZCorner EndACD_Mating SpaceTypeCoord

[0402] Mobility or EVCC can verify pairing information received from the SECC. If pairing verification fails, the optional element transmitted from the SECC may be proposed as Alternative ACD Info in Table 6.

[0403] If pairing verification fails and the SECC knows the information for the correct pairing of the mobility, the SECC can provide the correct pairing information to the mobility as Alternative ACD Info in Table 6.

[0404] In an alternative embodiment of the present invention, the ACD ID and ACD Mating Space items of Table 6 may be included and transmitted within the ACD_Pairing Req message. In an alternative embodiment, when requesting a pairing, information on the ACD side known to the EVCC may be included and transmitted within the request message.

[0405] The security of TDOA relies on the integrity and arrival times of blink messages. If an attacker attempts to manipulate localization results, they can create confusion by mixing in bogus blink messages. These bogus blink messages can contain anchor information arbitrarily selected by the attacker or be generated based on unrealistic arrival times. These bogus blink messages can lead to inaccurate estimates of a vehicle's location.

[0406] Adversary Model

[0407] The position confirmation (S260) process according to one embodiment of the present invention is proposed to counter blink-replay attacks and blink-forgery attacks.

[0408] For example, in a blink-replay attack, an attacker can record a blink message and retransmit it at a specific time, leading the mobility to believe it originated from an authorized anchor. Furthermore, in a blink-forgery attack, an attacker can inject a carefully crafted blink message that appears to be an authentic blink, ultimately reducing localization accuracy.

[0409] In the position confirmation (S260) process according to one embodiment of the present invention, the integrity and authenticity of a blink message can be protected by a digital signature including freshness components against blink-replay attacks and blink-forgery attacks.

[0410] After pairing confirmation in step S250, the mobility may optionally perform a secure localization process (S260). This process may also be referred to as secure-TDOA.

[0411] Mobility can send an empty PositionConfirmReq message with reultCode set to "PENDING".

[0412] The SECC may respond to a PositionConfirmReq message with a PositionConfirmRes message. The SECC's PositionConfirmRes message may contain the following:

[0413] Anchor Group ID

[0414] Channel Number

[0415] Blink time interval

[0416] List of anchors, their locations, and their public keys

[0417] Set responseCode to "EVSEProcessing"

[0418] After receiving the first PositionConfirmRes message from the SECC, the EVCC can start receiving blink messages from anchors within a particular group.

[0419] EVCC can check the integrity and authenticity of each blink message by verifying the digital signature of each blink message.

[0420] Blink messages that fail digital signature verification may be discarded.

[0421] Once validation is complete, the mobility can compute a location estimation (or localization).

[0422] Mobility can perform these secure-TDOA for at least 10 rounds of blink messages and obtain localization results.

[0423] Until this secure-TDOA is finished, the EVCC and SECC may exchange PositionConfirmReq / Res messages each with resultCode set to "PENDING" and responseCode set to "EVSEProcessing".

[0424] If the estimated position obtained by secure TDOA matches the estimated position previously obtained by normal TDOA within a certain range (including cases where both locations fall within the same mating space), the EVCC may send a PositionConfirmReq message with resultCode set to "SUCCESS" to the SECC. In response, the SECC may send a PositionConfirmRes message with responseCode set to "Finished" to the EVCC.

[0425] If the two estimated positions do not match (e.g., they do not fall within the same mating space), the EVCC may send a PositionConfirmReq message with the resultCode set to "FAILED" to the SECC. In response, the SECC may send a PositionConfirmRes message with the responseCode set to "FAILED_SECURE_TDOA" to the EVCC.

[0426] In this way, the mobility can securely perform localization, preventing attackers from predicting the signatures of blink messages. The security guarantee of this secure TDOA can rely on the secure channel established by TLS 1.3, which can guarantee the accuracy of the anchors' public keys. This secure TDOA can add an extra layer of security, preventing safety-critical incidents or potential denial of service attacks due to misinterpretation of the mobility's location, such as blink-replay or blink-forgery attacks.

[0427] Digital signature scheme

[0428] A digital signature scheme should be selected considering the signature size and key size for non-repudiation purposes. Key-size guidelines can be found in reference to "NIST Special Publication 800-57 Part 3 Revision 1," for example. In one embodiment of the present invention, it is recommended to use ECDSA with a key size of 256 bits and the secp256r1 curve for a security level of 128 bits, equivalent to the security strength selected in the ISO 15118-2 standard. This method can result in a signature size of 64 bytes (twice the 256-bit public key). For even higher security, another embodiment of the present invention may select a 256-bit security level with escp512r1, which has a signature size twice as long.

[0429] Once a WLAN link is established between a mobility and an access point, the mobility can establish the link layer and network layer according to sections 7.4, 7.5, and 7.6 of ISO 15118-20 (2022). Subsequently, the mobility can perform the SDP procedure according to section 7.10.1 of the ISO standard. Specifically, the SDP request and SDP response messages can utilize the updated definitions of the P2PS / PPD field in Table 24 of ISO 20. The updated definitions for the SDP request and SDP response messages are shown in Tables 8 and 9.

[0430] Byte No.3Bit76543210PPD on InfrastructureXPPD on EVXWPT_LF on InfrastructureXWPT_LF on EVXWPT_Cam on EVXACD_U_InfraredXACD_directed_WLANXACD_PPD_UWBX

[0431] Byte No.4Bit76543210PPD on InfrastructurePPD on EVWPT_LF on InfrastructureWPT_LF on EVWPT_Cam on EVACD_U_InfraredACD_directed_WLANACD_PPD_UWB

[0432] According to Table 23 of [ISO20], 0x20 for ACD-U case D, 0x21 for ACD-U case E, and 0x30 for ACD-S can be used in the coupling type field of the SDP request and SDP response messages. Unless otherwise indicated in subsequent sections, the application protocol defined in ISO 15118-20 (2022) may be followed. Once the SDP procedure is finished, the mobility can establish a TCP / TLS connection with the SECC using the connection information received in the SDP response message. This procedure may comply with ISO20 sections 7.7.3 for TLS and 7.7.1 for TCP.

[0433] ACDU and ACDS messages can use the following payload types in the V2GTP header (Table 10).

[0434] 0x8007Part20ACDUMainstreamPayloadIDACDU0x8008Part20ACDSMainstreamPayloadIDACDS

[0435] The following new protocol namespaces can be used in protocol negotiation via the SupportedAppProtocol message: urn:iso:std:iso:15118:-20:ACDS-AC

[0436] urn:iso:std:iso:15118:-20:ACDS-DC

[0437] urn:iso:std:iso:15118:-20:ACDU-AC

[0438] urn:iso:std:iso:15118:-20:ACDU-DC

[0439] Appropriate name spaces may be used to refer to the supported charging methods of the mobility and ACD chargers.

[0440] For ACD charging, VersionNumberMajor of "1" can be used.

[0441] In session setup step S272, the EVCC may transmit the EVCCID to the SECC in the SessionSetupReq message. In response, the SECC may transmit the EVSEID to the EVSE in the SessionSetupRes message. The EVCC and SECC may verify whether the EVCCID and EVSEID match the EVID and ACDID received via the UWB link, respectively.

[0442] In the ServiceDiscoveryRes message, the SECC can indicate the charging services it can provide. For ACD services, updated ISO20 specifications can be used. These details are shown in Table 11 below.

[0443] ServiceIDServiceNameDescription(omitted) service ID from 0 to 78AC_ACDU9AC_ACDU_BPT10DC_ACDU11DC_ACDU_BPT12AC_ACDS13AC_ACDS_BPT14DC_ACDS15DC_ACDS_BPT

[0444] In the ServiceDetailRes message, the SECC may provide a set of parameters corresponding to AC or DC parameters defined in ISO20 Section 8.4.3.2. In the ChargeParameterDiscovery and ChargeLoop messages, parameters defined to correspond to AC or DC may be provided.

[0445] AC_ChargeParameterDiscovery,

[0446] AC_ChargeLoop for AC and DC_ChargeParameterDiscovery,

[0447] DC_ChargeLoop, DC_CableCheck,

[0448] DC_PreCharge,

[0449] DC_WeldingDetection for DC

[0450] In docking step S276 and undocking step S282, the following message structures may be used depending on ACDU or ACDS charging mode.

[0451] Table 12 shows the message structure for the ACDU_DockingReq and ACDU_DockingRes messages.

[0452] Element NameElement NameType / DescriptionACDU_DockingReqHeaderACDU_DockingReq TypeCPStateEVProcessingEVResultACDU_DockingResHeaderACDU_DockingRes TypeResponseCodeCPStateManPositionEVSEProcessingEVSEResult

[0453] Table 13 shows the message structure for the ACDU_UndockingReq and ACDU_UndockingRes messages.

[0454] Element NameElement NameType / DescriptionACDU_UndockingReqHeaderACDU_DockingReq TypeCPStateEVProcessingEVResultACDU_UndockingResHeaderACDU_DockingRes TypeResponseCodeCPStateManPositionEVSEProcessingEVSEResult

[0455] 표 14는 ACDS_DockingReq 및 ACDS_DockingRes 메시지를 위한 메시지 구조를 나타낸다.

[0456] Element NameElement NameType / DescriptionACDS_DockingReqHeaderACDS_DockingReq TypeCPStateEVProcessingEVResultACDS_DockingResHeaderACDS_DockingRes TypeResponseCodeCPStateManPositionEVSEProcessingEVSEResult

[0457] 표 15는 ACDS_UndockingReq 및 ACDS_UndockingRes 메시지를 위한 메시지 구조를 나타낸다.

[0458] Element NameElement NameType / DescriptionACDS_UndockingReqHeaderACDS_DockingReq TypeCPStateEVProcessingEVResultACDS_UndockingResHeaderACDS_DockingRes TypeResponseCodeCPStateManPositionEVSEProcessingEVSEResult

[0459] In one embodiment of the present invention, a Passive TDOA method may be used, in which anchors transmit blink messages and mobilities identify their locations from different arrival times. In an alternative embodiment of the present invention, an Active TDOA method may be used, in which mobilities transmit blink messages and anchors identify their locations from different arrival times.

[0460] In alternative embodiments of the present invention, various methods of TDOA-based localization may be utilized.

[0461] In step S240 of one embodiment of the present invention, the infrastructure may reject the connection if the pairing information is not valid.

[0462] If the pairing information is invalid at this time, you can refer to the following example.

[0463] Unknown ACD ID or Mating Space

[0464] Mismatching ACD ID or Mating Space pair

[0465] Inlet outside the mating space

[0466] Conflict with other vehicles

[0467] In one embodiment of the present invention, the architecture of an infrastructure including an AP and an anchor can be implemented as follows.

[0468] Localization Anchors

[0469] (Choice 1) Single group of anchors

[0470] - Works only small-mid size charging sites

[0471] - E-mobility will only hear blinks from subset of anchors, but intervals can be calculated

[0472] (Choice 2) Multiple group of anchors

[0473] - Works for larger charging sites

[0474] - EV will only hear blinks from subset of anchors in one or more groups

[0475] - EV can / should only utilize blinks from anchors in the same group (but at least 4 of such)

[0476] Access Points

[0477] (Choice 1) Single AP per ACD without Config-APs

[0478] All Full-APs announcing anchors & its own ACD

[0479] (Choice 2) Single AP per ACD with Config-APs

[0480] Combination of ACD-APs and Config-APs

[0481] (Choice 3) minimal number of APs serving ACDs more than APs

[0482] Only minimum # of APs that cover the whole site

[0483] Each AP announces subset of ACD / anchor info relevant to its transmission range

[0484] Although omitted in the drawings in the embodiments of FIGS. 1 to 6, information regarding the docking or mating status may further include detailed status information regarding the covers and inlets of the ACDs on both sides. In addition, the status information may further include information regarding minute movements during charging or a separated (unmated) status during charging.

[0485] FIG. 7 is a conceptual block diagram of the internal structure of a computing system that can implement a charging communication device for an onboard and / or offboard ACD for an EVSE for a vehicle according to one embodiment of the present invention, including a generalized ACD, a communication / communication control device included in the ACD, an SECC, an EVCC, a wireless LAN AP (Access Point) deployed for the EVSE, and a short-range communication device deployed in an electric vehicle or the ACD.

[0486] Although omitted in the drawings in the embodiments of FIGS. 1 to 6, a processor and a memory are electronically connected to each component, and the operation of each component can be controlled or managed by the processor.

[0487] At least a part of the process of the charging communication method for charging an electric vehicle according to one embodiment of the present invention can be executed by the computing system (1000) of FIG. 7.

[0488] Referring to FIG. 7, a computing system (1000) according to one embodiment of the present invention may be configured to include a processor (1100), a memory (1200), a communication interface (1300), a storage device (1400), an input interface (1500), an output interface (1600), and a bus (1700).

[0489] A computing system (1000) according to one embodiment of the present invention may include at least one processor (1100) and a memory (1200) that stores instructions that instruct the at least one processor (1100) to perform at least one step. At least some steps of a method according to one embodiment of the present invention may be performed by the at least one processor (1100) loading and executing instructions from the memory (1200).

[0490] The processor (1100) may mean a central processing unit (CPU), a graphics processing unit (GPU), or a dedicated processor on which methods according to embodiments of the present invention are performed.

[0491] Each of the memory (1200) and the storage device (1400) may be configured with at least one of a volatile storage medium and a non-volatile storage medium. For example, the memory (1200) may be configured with at least one of a read-only memory (ROM) and a random access memory (RAM).

[0492] Additionally, the computing system (1000) may include a communication interface (1300) that performs communication via a wireless network.

[0493] Additionally, the computing system (1000) may further include a storage device (1400), an input interface (1500), an output interface (1600), etc.

[0494] Additionally, each component included in the computing system (1000) can be connected to each other by a bus (1700) and communicate with each other.

[0495] A device including a processor (1100) according to one embodiment of the present invention may be, for example, a communicable desktop computer, a laptop computer, a notebook, a smart phone, a tablet PC, a mobile phone, a smart watch, smart glasses, an e-book reader, a portable multimedia player (PMP), a portable game console, a navigation device, a digital camera, a digital multimedia broadcasting (DMB) player, a digital audio recorder, a digital audio player, a digital video recorder, a digital video player, a PDA (Personal Digital Assistant), etc.

[0496] An electric vehicle communication controller (EVCC) according to one embodiment of the present invention is an EVCC that is placed or mounted in an electric vehicle and is associated with a secondary assembly that receives power from a primary assembly, and includes a processor (1100) that receives and executes at least one command from a memory.

[0497] The processor (1100) of the EVCC can discover a first electric vehicle supply equipment (EVSE) within a range using a first communication technology (S210), obtain information for positioning electric mobility to a charging location to receive power from the first EVSE using a second communication technology (S320), and after the electric mobility is positioned to the charging location (S330), perform communication connection and pairing with an electric vehicle supply equipment controller (SECC, Supply Equipment Communication Controller) of the first EVSE using the second communication technology (S240).

[0498] When the processor (1100) discovers a first EVSE using a first communication technology (S210), the processor (1100) may receive a beacon message including a vendor specific elements (VSE) field including discovery information and configuration information from a plurality of access points (APs) using the first communication technology, each of which is associated with a plurality of EVSEs, and may determine one of the plurality of EVSEs as the first EVSE. At this time, the EVSE corresponding to the closest ACD charger among the plurality of EVSEs may be determined as the first EVSE.

[0499] In an EVCC according to one embodiment of the present invention, the configuration information may include information describing a plurality of anchors that are associated with each of the access points and each of the plurality of EVSEs and that utilize a second communication technology; and information describing a charger of an Autoconnect / Automatic Charging Device (ACD) associated with each of the plurality of EVSEs.

[0500] At this time, information describing a plurality of anchors may include a channel or identifier of each of the plurality of anchors, and information describing a charger of the ACD may include an identifier of each charger of the ACD, or a mating space.

[0501] When obtaining information for positioning electric mobility to a charging location using a second communication technology (S320), the EVCC's processor (1100) can receive a blink message broadcast from a plurality of time-synchronized anchors using the second communication technology, and can measure the location of the electric mobility using a TDOA method using a time difference between blink messages.

[0502] An electric vehicle power supply controller (SECC, Supply Equipment Communication Controller) according to one embodiment of the present invention is an SECC associated with a primary assembly that transmits power to electric mobility, and includes a processor (1100) that receives and executes at least one command from a memory.

[0503] The processor (1100) of the SECC can broadcast a beacon message including a vendor specific elements (VSE) field including discovery information and configuration information via an access point (AP) using a first communication technology (S210); can broadcast a blink message having a predetermined inter-anchor interval based on synchronized time information via an anchor using a second communication technology (S320); and after the electric mobility is positioned at a charging location to receive power from the primary assembly (S330), can perform communication connection and pairing with the electric mobility using the first communication technology (S240).

[0504] Meanwhile, although most of the embodiments described above have been described with a focus on a method of first transmitting a request, message, or parameter for initiating a communication protocol or a communication session within a protocol from electric mobility or EVCC to EVSE / SECC / ACD, the present invention is not limited to a specific embodiment and can be implemented to first transmit a request, message, or parameter for initiating a communication protocol or a communication session within a protocol from EVSE / SECC / ACD to electric mobility or EVCC. In this case, it is obvious that the embodiments have substantially the same features, except that the sender becomes the receiver and the receiver becomes the sender.

[0505] The operations of the method according to an embodiment of the present invention can be implemented as a computer-readable program or code on a computer-readable recording medium. A computer-readable recording medium includes any type of recording device that stores information readable by a computer system. Furthermore, a computer-readable recording medium can be distributed across network-connected computer systems, allowing the computer-readable program or code to be stored and executed in a distributed manner.

[0506] Additionally, the computer-readable recording medium may include hardware devices specifically configured to store and execute program instructions, such as ROM, RAM, flash memory, etc. The program instructions may include not only machine language codes produced by a compiler, but also high-level language codes that can be executed by a computer using an interpreter, etc.

[0507] While some aspects of the present invention have been described in the context of a device, they may also represent a description of a corresponding method, wherein a block or device corresponds to a method step or a feature of a method step. Similarly, aspects described in the context of a method may also be described as a corresponding block or item or a feature of a corresponding device. Some or all of the method steps may be performed by (or using) a hardware device, such as, for example, a microprocessor, a programmable computer, or an electronic circuit. In some embodiments, at least one or more of the most important method steps may be performed by such a device.

[0508] In embodiments, a programmable logic device (e.g., a field-programmable gate array) may be used to perform some or all of the functions of the methods described herein. In embodiments, the field-programmable gate array may operate in conjunction with a microprocessor to perform one of the methods described herein. In general, the methods are preferably performed by some hardware device.

[0509] Although the present invention has been described above with reference to preferred embodiments thereof, it will be understood by those skilled in the art that various modifications and changes may be made to the present invention without departing from the spirit and scope of the present invention as set forth in the claims below.< / id> < / g> < / ett> < / iec> < / len> < / id> < / ch> < / g> < / id> < / site> < / country> < / ett> < / iec> < / len>

Claims

1. A communication method performed by an electric vehicle communication controller (EVCC) of electric mobility, A step in which the above EVCC discovers a first electric vehicle supply equipment (EVSE) within the range using a first communication technology; A step for the EVCC to obtain information for positioning the electric mobility to a charging location for receiving power from the first EVSE using a second communication technology; and After the electric mobility is positioned at the charging location, the EVCC performs a communication connection and pairing with the electric vehicle power supply controller (SECC, Supply Equipment Communication Controller) of the first EVSE using the first communication technology; Including, A charging communication method for electric mobility charging.

2. In paragraph 1, The step of the above EVCC discovering the first EVSE using the first communication technology is: A step of receiving a beacon message including a vendor specific elements (VSE) field including discovery information and configuration information from a plurality of access points (APs) using the first communication technology, each of which is associated with a plurality of EVSEs; and A step of determining one of the plurality of EVSEs as the first EVSE; Including, A charging communication method for electric mobility charging.

3. In paragraph 2, The above setting information is, Information describing a plurality of anchors associated with each of said access points and each of said plurality of EVSEs and utilizing said second communication technology; and Information describing a charger of an Autoconnect / Automatic Charging Device (ACD) associated with each of the above plurality of EVSEs; Including, Information describing the above multiple anchors, Each of the above multiple anchors includes a channel or identifier, Information describing the charger of the above ACD is: Each charger identifier of the above ACD, or mating space, A charging communication method for electric mobility charging.

4. In paragraph 1, The step of the EVCC obtaining information for positioning the electric mobility to the charging location using the second communication technology is: A step of receiving a blink message broadcast from a plurality of time synchronized anchors using the second communication technology; and A step of measuring the position of the electric mobility using the TDOA method utilizing the time difference between the blink messages; Including, A charging communication method for electric mobility charging.

5. In paragraph 1, The step of the EVCC obtaining information for positioning the electric mobility to the charging location using the second communication technology is: The above electric mobility is performed at least twice to calculate the position of the electric mobility while the electric mobility is positioned at the charging location, Based on the calculation result of the location of the above electric mobility, the electric mobility is positioned at the charging location. A charging communication method for electric mobility charging.

6. In paragraph 1, The above charging location is, The target location of the electric mobility, which satisfies the condition that the inlet of the electric mobility is located within the mating space of the ACD of the first EVSE, A charging communication method for electric mobility charging.

7. In paragraph 1, In the step of the EVCC discovering the first EVSE, the EVCC acquires configuration information including whether the first EVSE supports the ACD function, whether the first EVSE supports the second communication technology, and an identifier of an anchor or ACD charger associated with the first EVSE. At least one of the steps of obtaining information for positioning the electric mobility to the charging location and the step of the EVCC performing communication connection and pairing is performed by the EVCC based on the setting information. A charging communication method for electric mobility charging.

8. In paragraph 2, The step of the above EVCC performing communication connection and pairing using the above SECC of the above first EVSE and the above first communication technology is: A step of obtaining pairing information of the first EVSE, which includes a randomly selected pairing identifier of the electric mobility, a location of the electric mobility, an ACD identifier of a first ACD associated with the first EVSE, or a mating space of the first ACD, based on the configuration information of the first EVSE; and A step of transmitting a communication association request message including pairing information of the first EVSE to the SECC of the first EVSE; Including, A charging communication method for electric mobility charging.

9. In paragraph 1, After the communication connection and pairing between the above EVCC and the above SECC are performed, A step of establishing a secure channel between the EVCC and the SECC; A step of transmitting a pairing request message including a wireless LAN client MAC address of the electric mobility, a pairing identifier of the electric mobility, or location coordinates of an inlet of the electric mobility to the SECC via the secure channel; A step of receiving a pairing response message including an ACD identifier of the SECC, an ACD mating space, or a BSSID of an AP associated with the SECC through the secure channel from the SECC; and A step in which the electric mobility verifies pairing information within the pairing response message; Including more, A charging communication method for electric mobility charging.

10. In paragraph 1, After the communication connection and pairing between the above EVCC and the above SECC are performed, A step of establishing a secure channel between the EVCC and the SECC; A step of exchanging temporary security information or encrypted security information between the EVCC and the SECC, which can check the authenticity of a blink message broadcast from a plurality of anchors using a second communication technology via the secure channel; The EVCC identifies the blink message based on the temporary security information or the encoded security information, and measures the location of the electric mobility based on the time synchronization information of the plurality of anchors from the identified blink message; and The step of verifying whether the location of the electric mobility is within the mating space of the ACD of the first EVSE; Including more, A charging communication method for electric mobility charging.

11. In paragraph 1, The above first communication technology is wireless LAN (WLAN) technology, The second communication technology is one of UWB, RFID, NFC, or IrDA technologies. A charging communication method for electric mobility charging.

12. An electric vehicle communication controller (EVCC) that is deployed in electric mobility and is associated with a secondary assembly that receives power from a primary assembly. A processor that receives and executes at least one command from memory; Including, The above processor, Using the first communication technology, discover the first electric vehicle supply equipment (EVSE) within range, Obtaining information for positioning the electric mobility to a charging location for receiving power from the first EVSE using a second communication technology, After the above electric mobility is positioned at the charging location, the electric vehicle power supply controller (SECC, Supply Equipment Communication Controller) of the first EVSE performs communication connection and pairing using the first communication technology. Electric Vehicle Communication Controller (EVCC).

13. In paragraph 12, When the above processor discovers the first EVSE using the first communication technology, Receiving a beacon message including a vendor specific elements (VSE) field including discovery information and configuration information from a plurality of access points (APs) using the first communication technology, each of which is associated with a plurality of EVSEs; determining one of the above plurality of EVSEs as the first EVSE; Electric Vehicle Communication Controller (EVCC).

14. In paragraph 13, The above setting information is, Information describing a plurality of anchors associated with each of said access points and each of said plurality of EVSEs and utilizing said second communication technology; and Information describing a charger of an Autoconnect / Automatic Charging Device (ACD) associated with each of the above plurality of EVSEs; Including, Information describing the above multiple anchors, Each of the above multiple anchors includes a channel or identifier, Information describing the charger of the above ACD is: Each charger identifier of the above ACD, or mating space, Electric Vehicle Communication Controller (EVCC).

15. In paragraph 12, The processor, when obtaining information for positioning the electric mobility to the charging location using the second communication technology, Using the second communication technology, a blink message broadcast from a plurality of time synchronized anchors is received, The position of the electric mobility is measured using the TDOA method that utilizes the time difference between the above blink messages. Electric Vehicle Communication Controller (EVCC).

16. A communication method performed by an electric vehicle power supply controller (SECC, Supply Equipment Communication Controller) associated with a primary assembly that transmits power to electric mobility, A step of broadcasting a beacon message including a vendor specific elements (VSE) field including discovery information and configuration information via an access point (AP) using a first communication technology; A step of broadcasting a blink message having a predetermined inter-anchor interval based on synchronized time information via an anchor using a second communication technology; and A step of performing communication connection and pairing with the electric mobility using the first communication technology after the electric mobility is positioned at a charging location to receive power from the primary assembly; Including, A charging communication method for electric mobility charging.

17. In paragraph 16, The above setting information is, Information describing said anchor associated with said access point and said primary assembly and utilizing said second communication technology; and Information describing a charger of an Autoconnect / Automatic Charging Device (ACD) associated with the primary assembly; Including, Information describing the above anchors, Contains the channel or identifier of the above anchor, Information describing the charger of the above ACD is: An identifier of the charger of the above ACD, or a mating space, A charging communication method for electric mobility charging.

18. In paragraph 16, The above charging location is, A target location of the electric mobility, which satisfies the condition that the inlet of the electric mobility is located within the mating space of the ACD of the primary assembly. A charging communication method for electric mobility charging.

19. In Article 16, The above configuration information includes whether the primary assembly supports the ACD function, whether the SECC supports the second communication technology, and an identifier of the anchor or ACD charger. The step of performing communication connection and pairing with the electric mobility using the first communication technology is performed based on the setting information. A charging communication method for electric mobility charging.

20. In paragraph 19, After the communication connection and pairing between the above electric mobility and the above SECC are performed, A step of establishing a secure channel between the electric mobility and the SECC; A step of receiving a pairing request message including a wireless LAN client MAC address of the electric mobility, a pairing identifier of the electric mobility, or location coordinates of an inlet of the electric mobility through the secure channel from the electric mobility; and A step of transmitting a pairing response message including an ACD identifier of the SECC, an ACD mating space, or a BSSID of an AP associated with the SECC to the electric mobility via the secure channel; Including more, A charging communication method for electric mobility charging.

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