Communication method and apparatus for bidirectional power transfer in electric vehicle using grid code parameter

Abstract

A charging communication method for electric mobility charging, according to the present invention, comprises the steps of: an EVCC requesting a grid code related to a BPT function from an EVSE; the EVCC receiving the grid code of a power network from the EVSE; and the EVCC performing, on the basis of the grid code of the EVSE, a subsequent preparation procedure related to the BPT function.

Description

Communication method and device for two-way power transmission of electric vehicles using grid code parameters

[0001] The present invention relates to a method and device for bidirectional power transfer (BPT) between an electric vehicle (EV) or electric mobility and a grid, and more particularly, to a communication method and device for bidirectional power transfer between an electric vehicle / electric mobility and a grid.

[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 method and device based on ISO 15118 for electric mobility and EVSE providing a bidirectional power transfer (BPT) function.

[0014] 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.

[0015] 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).

[0016] One of the objectives of the present invention is to propose a sequence for preparing requirements so that electric mobility receives a Grid Code from an EVSE and performs BPT using it, given that each country / region has different Grid Codes for AC BPT, and the regulations regarding upper / lower limits, transient response, and safety standards for power transmission indicated by the Grid Code also differ. This allows electric mobility to comply with safety standards related to transient response and power transmission when connected to the grid via an EVSE, and to implement the necessary hardware configurations.

[0017] One of the objects of the present invention is to propose a sequence, message, parameter information, etc., by which electric mobility requests Grid Code and receives a response.

[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 electric mobility charging according to one embodiment of the present invention is a communication method performed by an electric vehicle communication controller (EVCC) of electric mobility, and may include a step of the EVCC requesting a grid code related to a bidirectional power transfer (BPT) function from an electric vehicle supply equipment (EVSE) that will transmit power to the electric mobility; a step of the EVCC receiving a message including a grid code of a power network to which the EVSE belongs from the EVSE; and a step of the EVCC performing a procedure related to the bidirectional power transfer function based on the grid code of the EVSE.

[0020] In a charging communication method executed in an EVCC according to one embodiment of the present invention, the power grid code may include information on the country, region, or institution of the power network to which the EVSE belongs.

[0021] In a charging communication method executed in an EVCC according to one embodiment of the present invention, a message including a grid code may include information related to low voltage ride through (LVRT) or high voltage ride through (HVRT) for responding to a process in which a power supply device is connected to or disconnected from a power network, as defined in a power network, or information related to a reactive power response time.

[0022] In a charging communication method executed in an EVCC according to one embodiment of the present invention, a message including a grid code may include information on power, voltage, or safety standards during a process in which power is transferred between electric mobility and EVSE.

[0023] In a charging communication method executed in an EVCC according to one embodiment of the present invention, the step of the EVCC requesting a grid code and the step of the EVCC receiving a message including the grid code may be performed as part of a process in which electric mobility and EVSE each exchange functional information supported by each other and check compatibility between the electric mobility and EVSE, or may be performed together.

[0024] The steps of the EVCC requesting a grid code and the EVCC receiving a message containing the grid code may be performed as part of, or together with, the process of the EVCC discovering the EVSE and establishing communication with the EVSE or the communication network to which the EVSE belongs.

[0025] The steps of the EVCC requesting a grid code and the EVCC receiving a message containing the grid code may be performed as part of, or together with, the process of performing initial setup between the EVCC and the EVSE.

[0026] The steps of the EVCC requesting a grid code and the EVCC receiving a message containing the grid code may be performed as part of, or together with, a process of performing authorization or services negotiation between the EVCC and the EVSE.

[0027] The steps of the EVCC requesting a grid code and the EVCC receiving a message containing the grid code may be performed as part of a process of exchanging parameters between the EVCC and the EVSE, or may be performed together.

[0028] In a charging communication method executed in an EVCC according to one embodiment of the present invention, a message including a grid code may include information related to power supply capabilities supported by the EVSE.

[0029] 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.

[0030] The EVCC's processor can request a grid code related to a bidirectional power transfer (BPT) function from an electric vehicle supply equipment (EVSE) corresponding to the primary assembly, the EVCC can receive a message including a grid code of a power network to which the EVSE belongs from the EVSE, and the EVCC can perform a procedure related to the bidirectional power transfer function based on the grid code of the EVSE.

[0031] In an EVCC according to one embodiment of the present invention, the power grid code may include information on the country, region, or institution of the power network to which the EVSE belongs.

[0032] In an EVCC according to one embodiment of the present invention, a message including a grid code may include information related to low voltage ride through (LVRT) or high voltage ride through (HVRT) or information related to reactive power response time for responding to a process in which a power supply device is connected to or disconnected from a power network, as defined in a power network.

[0033] In an EVCC according to one embodiment of the present invention, a message including a grid code may include information on power, voltage, or safety standards during the process of power transmission between electric mobility and EVSE.

[0034] In an EVCC according to one embodiment of the present invention, the processor may request a grid code from the EVSE or receive a message including a grid code from the EVSE as part of a process in which the electric mobility and the EVSE exchange information on functions supported by each other and check compatibility between the electric mobility and the EVSE, or together with the process in which the EVCC and the EVSE exchange information on functions supported by each other and check compatibility between the electric mobility and the EVSE.

[0035] 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: receiving a message requesting a grid code related to a bidirectional power transfer (BPT) function from the electric mobility; transmitting a message including a grid code of a power network to which an electric vehicle supply equipment (EVSE) corresponding to the primary assembly belongs to the electric mobility; and performing a procedure related to the bidirectional power transfer function based on the grid code by the EVSE.

[0036] In a charging communication method executed in an SECC according to one embodiment of the present invention, the power grid code may include information on the country, region, or institution of the power network to which the EVSE belongs.

[0037] In a charging communication method executed in an SECC according to one embodiment of the present invention, a message including a grid code may include information related to low voltage ride through (LVRT) or high voltage ride through (HVRT) for responding to a process in which a power supply device is connected to or disconnected from a power network, as defined in a power network, or information related to reactive power response time.

[0038] In a charging communication method executed in an SECC according to one embodiment of the present invention, a message including a grid code may include information on power, voltage, or safety standards during a process in which power is transferred between electric mobility and EVSE.

[0039] In a charging communication method executed in an SECC according to one embodiment of the present invention, the step of receiving a message requesting a grid code from an electric mobility and the step of transmitting a message including a grid code to the electric mobility may be performed as part of or together with a process in which the electric mobility and the EVSE each exchange information on functions supported by each other and check compatibility between the electric mobility and the EVSE.

[0040] According to one embodiment of the present invention, the performance of electric vehicle charging communication can be improved and user convenience can be enhanced.

[0041] According to one embodiment of the present invention, in a charging communication method for charging an electric vehicle, two or more different communication techniques can be used to 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.

[0042] 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 and data format 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.

[0043] In the case of AC BPT, the Grid Code is different for each country / region, and the upper / lower limits, transient response, and safety standards for the power transmission standards indicated by the Grid Code are different. Therefore, according to one embodiment of the present invention, a sequence can be provided for preparing requirements so that electric mobility can receive the Grid Code from the EVSE and perform BPT using the same.

[0044] According to one embodiment of the present invention, electric mobility can comply with safety standards related to transient response and power transmission when connected to the grid via EVSE and implement hardware settings required therefor.

[0045] According to one embodiment of the present invention, electric mobility can provide sequences, messages, parameter information, etc. for requesting Grid Code and receiving responses.

[0046] 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.

[0047] FIG. 2 is a conceptual diagram illustrating a protocol of a charging communication technology that can be employed in the architecture of FIG. 1 according to one embodiment of the present invention.

[0048] FIG. 3 is a conceptual diagram illustrating VSEs of SECC and EVCC that can be employed in a discovery and connection session according to one embodiment of the present invention.

[0049] FIG. 4 is a conceptual diagram illustrating an ETT (Energy Transfer Type) setting that can be employed in a discovery and connection session according to one embodiment of the present invention.

[0050] FIG. 5 is a conceptual diagram illustrating a proposed change to an ISO 15118-8-based ACD ETT that can be employed in an ACD charging communication method according to one embodiment of the present invention.

[0051] FIG. 6 and FIG. 7 are conceptual diagrams illustrating proposed changes to a service discovery protocol (SDP) that can be employed in an ACD charging communication method according to one embodiment of the present invention.

[0052] FIG. 8 is a conceptual diagram illustrating a proposal of a new service ID that can be employed in a service discovery session according to one embodiment of the present invention.

[0053] FIG. 9 is a conceptual diagram illustrating a proposal of configuration parameters of a DC-ACDS service that can be employed in a service detail format according to one embodiment of the present invention.

[0054] FIG. 10 is a conceptual diagram illustrating in detail a charging communication process using a grid code according to one embodiment of the present invention.

[0055] FIG. 11 is a conceptual block diagram of the internal structure of a computing system that can implement a charging communication device according to one embodiment of the present invention, a generalized ACD, a communication / communication control device included in the ACD, a wireless LAN AP (Access Point) deployed for SECC, EVCC, EVSE, and a short-range communication device deployed in an electric vehicle / electric mobility or ACD.

[0056] 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.

[0057] 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.

[0058] 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.

[0059] 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.”

[0060] 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.

[0061] 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 preclude the possibility of the presence or addition of one or more other features, numbers, steps, operations, components, parts, or combinations thereof.

[0062] 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.

[0063] 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.

[0064] 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.

[0065] 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.

[0066] Some terms used in this specification are defined as follows:

[0067] 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.

[0068] 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.

[0069] 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.

[0070] 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.

[0071] 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).

[0072] 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.

[0073] 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.

[0074] 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.

[0075] 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.

[0076] 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.

[0077] 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.

[0078] 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.

[0079] 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.

[0080] An inductive coupler is a transformer that is formed by a primary device and a secondary device and transmits power through electrical isolation.

[0081] 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.

[0082] 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.

[0083] 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.

[0084] 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.

[0085] 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.

[0086] 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.

[0087] 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.

[0088] 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.

[0089] 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.

[0090] 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).

[0091] 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.

[0092] Ambient temperature may refer to the ground level temperature measured in the atmosphere of a target subsystem that is not directly exposed to sunlight.

[0093] Vehicle ground clearance can refer to the vertical distance between the road or pavement and the lowest part of the vehicle's floor pan.

[0094] 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.

[0095] 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.

[0096] 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.

[0097] 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.

[0098] Hazardous live component may refer to a live component that may, under certain conditions, cause a hazardous electric shock.

[0099] Live component may refer to any conductor or conductive part that is electrically active in its basic use.

[0100] Direct contact can refer to contact between living beings, such as humans.

[0101] Indirect contact may refer to contact with exposed, conductive, live components due to an insulation failure (see IEC 61140).

[0102] 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.

[0103] 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.

[0104] Correlation / Association may include the process of establishing a relationship between two peer communication entities.

[0105] 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.

[0106] High-level communication can handle all information beyond what command and control communication can handle. High-level communication data links can use, but are not limited to, power line communication (PLC).

[0107] 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.

[0108] 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.

[0109] 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.

[0110] 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.

[0111] 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.

[0112] 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.

[0113] '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.

[0114] '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.

[0115] 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).

[0116] '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.

[0117] A 'charging station (CS)' may refer to a facility that includes one or more EV power supply devices and actually performs charging for EVs.

[0118] 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.

[0119] '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).

[0120] 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 viewed as a special type of MO and can also be implemented in a form combined with an MO.

[0121] 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 taking place at individual electric vehicle power supply equipment (EVSE) using information and communication technology.

[0122] 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.

[0123] 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.

[0124] 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.

[0125] 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.

[0126] '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.

[0127] 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.

[0128] A 'certificate' can refer to an electronic document that binds a public key to an ID through a digital signature.

[0129] 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.

[0130] 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.

[0131] '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.

[0132] 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.

[0133] 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.

[0134] 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.

[0135] 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).

[0136] 'Electric Mobility Account Identifier (eMAID)' may refer to a unique EV identifier that links a contract certificate to the EV owner's payment account.

[0137] 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.

[0138] 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."

[0139] 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.

[0140] 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.

[0141] 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.

[0142] 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.

[0143] 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.

[0144] 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.

[0145] 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.

[0146] The ACD charging communication method described below can be configured to define a new name space, change message parameters, change message sequences, and utilize a 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.

[0147] 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.

[0148] 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.

[0149] Below, the details of the present invention are described through the embodiments of FIGS. 1 to 16.

[0150] FIG. 1 is a conceptual diagram illustrating an architecture in which charging communication for charging electric mobility (110) according to one embodiment of the present invention is performed.

[0151] Referring to FIG. 1, the present invention can be applied to various types of electric mobility (110) that can run using electric energy. In this case, electric mobility (110) can refer not only to mobility that runs solely on electric energy, but also to various types of hybrid electric mobility that can also use other energy sources.

[0152] Even when targeting various electric mobility, expressions such as EVSE (130) may conventionally refer to a device that supplies electric energy, and expressions such as EVCC (120) may refer to a controller that performs electronic communication and control within electric mobility (110).

[0153] The EVSE (130) is supplied with power from the power supply network (150), and power can be transmitted from the EVSE (130) to the electric vehicle / electric mobility (110).

[0154] Power can be supplied from the primary assembly on the EVSE (130) side to the secondary assembly on the electric vehicle / electric mobility (110) side. In order for power to be supplied from the primary assembly to the secondary assembly, a docking process may be required between the primary assembly and the secondary assembly, and after power is supplied, an undocking process may be performed to separate the primary assembly and the secondary assembly.

[0155] Wired or wireless power transfer (WPT) technology can be used to supply power between the EVSE (130) and the electric mobility (110). For wired power transfer, a technology that complies with standards such as an automatic charging device (ACD) can be used.

[0156] In addition, power may be supplied from the grid (150) via the EVSE (130) to the electric mobility (110) side, or power may be supplied from the electric mobility (110) side to the grid (150) via the EVSE (130). Whether the electric mobility (110) and / or the EVSE (130) support this bidirectional power transfer (BPT) function may be discussed in advance during the negotiation process before the EVSE (130) is determined or power supply begins.

[0157] Referring to FIG. 1, for charging communication between an EVSE-side SECC (140) connected to an electric vehicle power supply (EVSE) (130) and an EVCC (120) mounted on an electric vehicle / electric mobility (110) side, Level 2 communication technologies such as WLAN and Level 1 communication technologies such as UWB can be used. For example, when an electric vehicle / electric mobility (110) enters a charging station and an EVSE (130) is determined and positioned close to the EVSE (130), a Level 2 communication technology such as WLAN can be used, and after positioning, a Level 1 communication technology can be used during a communication process directly connected to the charging process for supplying power. Level 2 communication technologies can provide a wider range and more functions than Level 1 communication technologies, whereas Level 1 communication technologies can be technologies suitable for short-range communication and can be implemented at low cost. Examples of Level 1 communication technologies include, in addition to wireless communication technologies, wired communication technologies such as PLC, or various short-range wireless communication technologies such as BLE, irDA, and RFID.

[0158] In an alternative embodiment of the present invention, a level-1 approach may be proposed where the primary assembly and the secondary assembly are ACDS.

[0159] Control communication between ACDs or between EVSEs and electric vehicles for location-based operations, such as positioning and pairing of electric vehicles or electric mobility devices, can utilize UWB, BLE, or short-range communication technologies. During the charging process, communication technologies defined in ISO 15118-2 and / or ISO 15118-20 can be used. These communication technologies may include PLC technology.

[0160] The advantage of this Level 1 approach is that it allows for the reuse of existing charging communication protocols (e.g., after docking).

[0161] 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.

[0162] 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 vehicle positioning and pairing.

[0163] 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.

[0164] 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.

[0165] 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.

[0166] 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.

[0167] 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.

[0168] 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.

[0169] 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.

[0170] 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.

[0171] According to one embodiment of the present invention, an improved charging communication method and device can be provided, in which an electric vehicle discovers a power supply device or an electric vehicle supply equipment (EVSE) using a communication technology specialized for short-range communication, obtains location information and / or information for positioning, and performs charging preparation and a charging process using a communication technology having various functions after the electric vehicle is positioned at a charging location.

[0172] 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).

[0173] FIG. 2 is a conceptual diagram illustrating a protocol of a charging communication technology that can be employed in the architecture of FIG. 1 according to one embodiment of the present invention.

[0174] Referring to Figure 2, the process of electric mobility entering a charging station, preparing for charging, starting charging, and ending charging is initiated.

[0175] Pairing is a process by which a user communicates and connects with a desired EVSE or ACD, and according to the embodiment of FIG. 2, it may be related to a process (S210) of searching for and discovering the closest SECC module to the EVCC module of mobility and connecting to it (S224).

[0176] If the EVSE supports ACD functionality, positioning may refer to the process of moving and parking the vehicle to a location and / or position sufficiently close to allow the ACD's manipulator to access the vehicle's inlet. The vehicle may be required to be parked such that the inlet position is within the mating space of the ACD.

[0177] In one embodiment of the present invention, the overall communication process for charging electric mobility can be performed using high-level communication such as WLAN.

[0178] At this time, localization-specific communication technology is more effective in positioning and pairing (S224), but there is a possibility of inefficiency in the process of managing the entire communication session by WLAN communication technology.

[0179] In an alternative embodiment of the present invention, the overall communication process for charging electric mobility may be performed using high-level communication such as WLAN, and positioning and pairing (S224) may be assisted using localization-specific communication technology such as UWB, as needed.

[0180] In another alternative embodiment of the present invention, the overall communication process for charging electric mobility is performed using high level communication such as WLAN, and if necessary, a localization specialized communication technology such as UWB can replace the WLAN communication technology to perform positioning and pairing (S224).

[0181] In another alternative embodiment of the present invention, positioning and pairing (S224) can be performed independently of WLAN technology or prior to WLAN connection, utilizing communication technologies such as UWB to maximize the advantages of localization-specific communication technologies. In such alternative embodiments, positioning and pairing (S224) can be performed before discovery and connect (S210), or positioning and pairing (S224) can be performed together with the discovery and connect (S210) process.

[0182] In this case, if positioning and pairing (S224) is performed before discovery & connect (S210), the efficiency of the overall communication session can be improved by utilizing the identification information of electric mobility and EVSE obtained in the positioning and pairing process (S224) when connecting to WLAN (S210).

[0183] The method proposed in this alternative embodiment of the present invention may also be referred to as the pair-and-talk principle. However, this designation does not limit the scope of the present invention.

[0184] In the embodiment of FIG. 2, 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 other localization-specific communication technologies described below. The localization-specific communication technology may be a low-level communication technology, and may be required to be a communication technology having characteristics suitable for localization.

[0185] Although the embodiment of FIG. 2 describes WLAN communication for convenience of explanation, in other embodiments of the present invention, WLAN may be replaced with or used in parallel with other communication technologies described below. Such level 2 communication technology may be required to be a high-level communication technology.

[0186] Referring to FIG. 2, in one embodiment of the present invention, a charging communication process between the EVCC (120) of the electric mobility (110) of FIG. 1 and the SECC (140) on the EVSE (130) side is illustrated.

[0187] In one embodiment of the present invention, Discovery & Connect (S210) for searching for EVSE for charging electric mobility, SDP (SECC Discovery Protocol) (S212) for WLAN, which can be performed as part of or a subsequent process of Discovery & Connect (S210), can be performed.

[0188] After the communication connection, Initial Setup (S220) may be performed between the EVCC (130) and the SECC (140). After Initial Setup (S220), a Positioning & Pairing (S224) process may be performed in which the electric mobility (110) moves near the EVSE (130) and pairs with it.

[0189] After Positioning & Pairing (S224), the Authorization / Service Negotiation (S230) and Parameters Exchange (S232) processes are performed between the EVCC (130) and SECC (140), so that the preparation process before Docking (S240) can be successfully performed.

[0190] During the Docking (S240) process, whether safety requirements are met can be determined through a communication process between the EVCC (130) and the SECC (140). Communication for safety diagnosis at this time can be performed through high-level communication such as conventional WLAN, low-level communication such as UWB, or through wired communication in a wired connection.

[0191] After Docking (S240) is safely and successfully performed, the Charging (S250) process can be performed.

[0192] In Fig. 2, the Charging (S250) process is illustrated, but if the bidirectional power transfer (BPT) function is supported, power may be provided from the electric mobility (110) to the Grid (150) via the EVSE (130). In this embodiment, a Discharging process of the electric mobility (110) may also be performed.

[0193] When Charging (S250) or Discharging is completed, the Undocking (S260) process may be performed. Afterwards, the session may be terminated (Terminate) (S270) and the communication connection may be disconnected (Disconnect) (S280).

[0194] Localization-specific communication technologies, such as UWB technology, can be used for pairing and mobility positioning, or in the preparation process (S224).

[0195] Pairing information collected by localization-specific communication technology can be transmitted to a layer for high-level communication technology such as WLAN.

[0196] Localization-specific communication technologies may refer to UWB, RFID, NFC, irDA, etc. Localization-specific communication technologies may be, for example, low-level communication technologies. Localization-specific communication technologies may be communication technologies that do not require significant communication costs and can be implemented with simple hardware. Localization-specific communication technologies may be communication technologies for performing a defined task in a defined environment. In this case, the defined task may include assistance for localization, pairing, and / or positioning, as included in one embodiment of the present invention.

[0197] Localization-specific communication technology can be a technology that makes it easy to determine location and / or distance in the process of identifying a communication partner due to the short communication range.

[0198] In an alternative embodiment of the present invention, precise positioning can be assisted during the pairing and positioning process (S224) using localization-specific communication technology, utilizing visual information from cameras, CCTV, or other imaging devices installed at the charging station. Additionally, visual information from imaging devices owned by the mobility device or user may be utilized.

[0199] The WLAN client of the electric mobility (120) can be connected to the correct WLAN server to ensure correct pairing.

[0200] The remaining charging communication process after pairing (S224) can be performed by a high level communication technology such as WLAN (S230 to S280).

[0201] High-level communication technologies can refer to technologies capable of Level-2 communication, such as WLAN. Compared to localization-specific communication technologies, high-level communication technologies can implement higher-level applications and offer a variety of applications and functions.

[0202] In other words, high-level communication technology can refer to 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, and billing, and has excellent communication performance such as capacity and speed.

[0203] In the docking procedure (S240), the cable is connected and charging can then begin (S250).

[0204] According to an alternative embodiment of the present invention, the charging process of electric mobility can be performed by the following process.

[0205] Mobility vehicles can be parked at locations of chargers, EVSEs, or ACDs.

[0206] Localization-specific communication technologies such as UWB, RFID, NFC, and irDA can be used to enable mobility and chargers, EVSEs, or ACDs to identify each other.

[0207] The identification information can be obtained during the pairing process (which may precede the process of FIG. 2). The identification information may include the wireless module ID of the charger, etc. The identification information can be passed to the WLAN layer.

[0208] Wireless communication modules in mobility and chargers, EVSEs, or ACDs connect using previously shared identification information, allowing for accurate and seamless connection. While a WLAN-based pairing process may be performed additionally, this can be done automatically and very easily based on pre-shared identification information (pairing information).

[0209] 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.

[0210] High-level communication technologies, such as WLAN, can trigger other communication technologies. For example, communication with a robotics-based ACD can be triggered by high-level communication technologies. Furthermore, UWB-based communication can be disconnected as the termination phase of WLAN-based communication is performed.

[0211] Step S210 may be initiated by the mobility vehicle entering a charging spot.

[0212] In step S210, the mobility can provide the location coordinates of the inlet via a message.

[0213] 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.

[0214] 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.

[0215] Referring to FIG. 2, one embodiment of the present invention discloses an embodiment that assumes ACD-based charging, but alternative embodiments of the present invention may be applied to other use cases as well.

[0216] 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.

[0217] 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.

[0218] If the pair-and-talk principle, which is an alternative embodiment of the present invention, is applied to the wired charging process, charging can be performed as follows.

[0219] Customers can park their vehicles in front of the charger of their choice and plug the charging cable into the vehicle.

[0220] At this time, pairing can be performed by at least one of the following methods: an irDA signal embedded in the coupler, an RFID prepared by the charger and tagged to the inlet of the mobility, a UWB communication technology capable of distance measurement as in ACD, an NFC communication performed between the connector of the charger and the inlet of the mobility, a Control-pilot signal of the CCS connector, a CAN signal of the CHAdeMO connector, a QR / QCR code attached to the inlet (readable by a camera attached to the connector), etc.

[0221] Even at this point, the identification information can be passed to a second layer of communication technology, such as WLAN. Since the mobility device is already paired, it can also accurately associate with the wireless module of the corresponding charger.

[0222] In another alternative embodiment of the present invention, the pair-and-talk principle can be applied to WLAN-based wireless power transfer (WPT).

[0223] Mobility can access a charger of the user's choice and enter a charging spot in front of the charger.

[0224] Mobility can use level 1 communication technologies such as UWB to initiate discovery and distance measurement and connect to the nearest charger.

[0225] Optionally, the mobility can perform precise positioning using a UWB-based localization method. This precise positioning can position the mobility on the primary core for optimal charging performance.

[0226] Mobility can exchange identification information between mobility and chargers using level 1 communication technologies such as UWB.

[0227] Mobility devices can connect to the correct WLAN AP using pairing information. Charging communication can be initiated using level 2 communication technologies such as WLAN. Subsequent operations can follow the specifications of ISO 15118-20.

[0228] If precise positioning using level 1 communication technology such as UWB is not performed in advance before the WLAN connection, the mobility and charger can optionally perform precise positioning of the mobility using level 1 communication technology such as UWB after the WLAN connection.

[0229] In another alternative embodiment of the invention, level 1 communication technologies such as NFC or RFID may be used for WLAN-based wireless power transfer (WPT), so that the pair-and-talk principle can be applied.

[0230] A simple device based on technology such as NFC or RFID may be provided for pairing.

[0231] Mobility can access a charger of the user's choice and enter a charging spot in front of the charger.

[0232] Within the scope of level 1 communication technology, a pairing device can perform pairing. The pairing device may be located on either the mobility vehicle or the EVSE.

[0233] NFC allows mobility devices to transmit identification information to a charger.

[0234] In the case of RFID, the charger can read the RFID of the mobility to obtain the identification information of the mobility.

[0235] Mobility can be connected to the correct WLAN AP using pairing information.

[0236] In the case of NFC, mobility can be connected to the AP using the same identification information obtained by NFC.

[0237] For RFID, the AP can embed the mobility's identification information in its own WLAN management frame and transmit it so that the mobility connects to the AP of the paired charger.

[0238] Charging communication can be initiated using level 2 communication technologies such as WLAN. Subsequent operations can follow the specifications of ISO 15118-20.

[0239] If precise positioning using level 1 communication technology such as UWB is not performed in advance before WLAN connection, the mobility and charger can optionally perform precise positioning of the mobility during WLAN communication as specified in ISO 15118-20 using level 1 communication technology such as UWB.

[0240] If the pair-and-talk principle proposed in the present invention is to be applied to the ISO 15118-8 standard, the following changes may be made.

[0241] As illustrated in FIG. 5 described below, EVSEID and EVID can be added as parameters through the definition of additional information for AC, DC, WPT, and ACD charging.

[0242] EVID can be provided as a list of EVIDs of mobility paired with chargers associated with the AP.

[0243] For example, multiple EVIDs can be separated by commas, such as EVID=12a,5XY,z2L.

[0244] EVSEID is a list of EVSEs associated with the AP, separated by commas.

[0245] For example, multiple EVSEIDs can be included in the list, such as EVSEID=2T3,53,709.

[0246] On the EVSE side, since one AP can manage multiple chargers or EVSEs, a list of multiple EVSEIDs can be provided, and on the mobility side, since one EVSE has been selected, only one EVID can be transmitted.

[0247] Meanwhile, since one AP can manage multiple chargers or EVSEs, one AP can be associated and / or paired with multiple mobility devices.

[0248] In other alternative embodiments of the present invention, various pairing methods may be proposed depending on whether a pairing device is used.

[0249] Two-way pairing can be performed when both the mobility and charger exchange identifiers with each other (UWB, CAN, irDA, etc.).

[0250] AP can provide SEID, and mobility can provide EVID.

[0251] A mobility can select an AP having an SEID obtained by pairing, and an AP can accept pairing with a mobility having an EVID that matches the EVID obtained by pairing.

[0252] In an alternative embodiment, one-way pairing on the EV may be performed where the mobility device transmits an identifier to the charger (RFID, NFC, etc.).

[0253] AP can provide both EVID and SEID.

[0254] Mobility can only provide EVID.

[0255] Mobility can select an AP with its own EVID transmitted during pairing.

[0256] In an alternative embodiment, one-way pairing on charger may be performed where the charger transmits an identifier to the mobility (e.g. Control Pilot in IEC 61851-1).

[0257] AP can provide SEID.

[0258] Mobility can provide both EVID and SEID.

[0259] Mobility can select an AP with the SEID obtained during pairing.

[0260] After pairing is complete and the wireless connection is properly established, the pairing identifier, including the EVID and SEID, can be used in SDP request and response messages.

[0261] EVID information can be used by the SDP server to accurately identify the SECC responsible for an EVSE to which mobility has already been paired.

[0262] EVSEID information can be used to allow a mobility to confirm the SECC indicated by the SDP server responsible for the EVSE to which the mobility is already paired.

[0263] Level 1 communication technologies like UWB are specialized for localization and can perform vehicle positioning and pairing. Pairing or positioning can also be accomplished using auxiliary means like RFID and cameras. This process can be achieved by supplementing short-range communication networks like RFID, BLE, irDA, and vision information obtained from optical means or imaging devices.

[0264] In an alternative embodiment of the present invention, communication technologies such as UWB may be utilized to simultaneously perform positioning and pairing during pairing. Coordinate information of ACD_EV and ACD_SE may be added to messages transmitted between entities during the pairing and positioning processes.

[0265] Examples of key messages at this time include ACDInitialSetup, ACDPositioning, ACDPairing, ACDDocking, and ACDUndocking messages.

[0266] Docking / undocking can be primarily handled using robotics (manipulators and / or robotic arms). In an alternative embodiment of the present invention, the ACD system can supplementally utilize proprietary communications, such as BLE or UWB, for docking / undocking.

[0267] Referring to FIG. 2, a session including an embodiment modified from ISO 15118-20 utilizing UWB and WLAN is generally illustrated. That is, the embodiment of FIG. 2 may include UWB-based discovery and connection (S210) and precise positioning and pairing using UWB (S224).

[0268] Step S210 is where the electric vehicle and the EVSE (ACD) discover the nearest UWB and establish communication. Level 1 communication technologies, such as UWB, have a narrow range and are optimized for roles like localization, enabling the electric vehicle to discover the nearest EVSE (ACD) at low cost.

[0269] In the positioning of step S224, 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.

[0270] In pairing step S224, the electric mobility can obtain a WLAN network ID that can connect to the WLAN using UWB. The EVSE can obtain an EVID that can connect to the electric mobility using UWB.

[0271] This may include sessions such as S2S2 Initial Setup (S220), Authorization / Service Negotiation (S230), Parameter Exchange (ExchangeParams: ExchangeParameters) (S232), Docking (S240), Charging (S250), and Undocking (S260).

[0272] The WLAN connection session (S210) may include L2 setup and compatibility check using ISO 15118-8. The SDP session for WLAN (S2212) may include SECC discovery and compatibility filtering. The initial setup session (S220) may include parameter negotiation. The initial setup session (S2220) primarily uses WLAN, but may also use UWB, etc. as supplementary devices to perform compatibility checks, parameter exchange (S2232), etc.

[0273] The positioning session (S224) can use UWB or other technologies to position the vehicle within the docking area, and the ACD can record the results. The pairing session (S224) can use UWB or other technologies to ensure proper pairing between the electric vehicle and the SECC and / or ACD.

[0274] The docking session (S240) performs docking by the ACD using WLAN, and the ACD can record the result. The undock session (S260) performs undocking by the ACD, and the ACD can record the result. When the ISO-15118-based ACD charging communication is terminated (S2270), the wireless LAN connection such as UWB may also be disconnected (S280) prior to or together with the disconnection (S2280) of the communication.

[0275] The WLAN connection session (S210) can utilize the discovery and connection sessions of ISO 15118-8 L2. For example, the SECC can broadcast a beacon (VSE={ETT:0x08, AI: ACD:T=S:C=D:V=U:P=U:I=E}) to the EVCC.

[0276] EVCC can send ProbeRequest (VSE={ETT:0x08, AI: ACD:T=S:C=D:V=U:P=U:I=E:ID=ABCD123}) to SECC.

[0277] The SECC can feed back a ProbeResponse (VSE={ETT:0x08, AI: ACD:T=S:C=D:V=U:P=U:I=E}) to the EVCC. This process can form part of active scanning.

[0278] An Association Request (VSE={ETT:0x08, AI: ACD:T=S:C=D:V=U:P=U:I=E:ID=ABCD123}) and an Association Response (Result = Success) can additionally be sent and received between the EVCC and the SECC.

[0279] At this time, ed 3 of ISO 15118-8 can be used. EVCC and SECC can check each other's compatibility and can associate with each other using VSE (Vendor Specific Element). The VSE field can refer to IEEE 802.11 management frames.

[0280] At this time, ETT in the message shared between EVCC and SECC stands for Energy Transfer Type, and AI stands for Additional Information and can describe detailed optional parameters.

[0281] FIG. 3 is a conceptual diagram illustrating VSEs of SECC and EVCC that can be employed in a discovery and connection session according to one embodiment of the present invention.

[0282] FIG. 4 is a conceptual diagram illustrating an ETT (Energy Transfer Type) setting that can be employed in a discovery and connection session according to one embodiment of the present invention.

[0283] Referring to FIGS. 3 and 4, EVCC and SECC can be connected and verified for compatibility with each other according to communication protocols such as ISO 15118-8. For connection, VSE (Vendor Specific Element) of IEEE 802.11 management frames, ETT (Energy Transfer Type), or AI (Additional Information), which is a detailed optional parameter, can be used.

[0284] FIG. 5 is a conceptual diagram illustrating a proposed change to an ISO 15118-8-based ACD ETT that can be employed in an ACD charging communication method according to one embodiment of the present invention.

[0285] Referring to FIGS. 3 to 5, if the ACD includes all ACD types, such as ACDP, ACDU, and ACDS, the ETT does not need to be changed.

[0286] Additional information (AI) can be expressed as a variable-size UTF-8 string, for example:

[0287] <ett> : <param> = <val> :***: <param> = <val> : <ett> : <param> = <val>:***

[0288] Also, for example, ETT=0x01 indicates AC only and can be expressed as AI="AC:C=1:M=1:S=B". The expression of AI for this ETT (AC only) case can be illustrated as shown in Fig. 7.

[0289] Here, only EVID can be defined as ACD parameters. This can facilitate fast and accurate pairing. Depending on the ACD type, additional parameters may need to be defined. These will be explained in detail below.

[0290] Referring to Figure 5, we can see exemplary changes to ISO 15118-8 for ACD. The ACD ETT can be extended with additional information. Additionally, EVID and SEID parameters can be added.

[0291] For example, the following expression is possible:

[0292] "ACD:T=S:E=DC:C=D:V=U:P=U:I=E: EVID=ABC,123:SEID=23T,23,XYZ"

[0293] Referring again to FIG. 2, during the cooperation process of the WLAN connection session (S210), the EVCC and the SECC can perform the WLAN connection session (S210) by using the VSE of the SECC in the beacon and probe response, and the VSE of the EVCC in the probe request message and the negotiation / renegotiation request message.

[0294] For example, in SECC's VSE, ETT and AI can be expressed as follows:

[0295] ETT=0x08: Only ACD charging is supported

[0296] AI="ACD:T=S:E=DC:C=D:V=U:P=U:I=E:ID=HMC-1234"

[0297] That is, the AI ​​transmitted from SECC to EVCC identified as HMC-1234 can indicate information about ACDS type, DC charging, Case D, positioning by UWB, pairing by UWB, and inlet operated by EV.

[0298] Additionally, ETT and AI in EVCC's VSE can be expressed as follows:

[0299] ETT=0x08: Only ACD charging is supported

[0300] AI="ACD:T=S:E=DC:C=D:V=U:P=U:I=E:ID=KRKEP-1234"

[0301] That is, the AI ​​transmitted from the EVCC to the SECC identified as KRKEP-1234 can indicate information about ACDS type, DC charging, Case D, positioning by UWB, pairing by UWB, and inlet operated by EV.

[0302] Although not shown in FIGS. 2 to 7, a WPA2 / WPA3 Layer 2 Security session may optionally be performed between the EVCC and SECC to enhance security before performing the SDP session (S212) after the WLAN connection session (S210).

[0303] Referring back to FIG. 2, as an embodiment of an SDP session (S212) after a WLAN connection session (S210), the EVCC and SECC may perform an ISO 15118-20 based L3 discovery and connection procedure.

[0304] At this time, EVCC can broadcast SDP (SECC Discovery Protocol) Request (PPD=UWB, Coupler=ACD-S, EVID="1234") with SDP.

[0305] SDP can reply to EVCC with SDP Response (Coupler=ACD-S, EVSEID="ABCD", DiagStatus=FinishedwithEVSEID).

[0306] SDP can provide SECC connection information (IP number / port number) to the EVCC and SECC. SDP can exchange compatibility information (coupler type, charging type, etc.) with the EVCC and SECC. SDP can exchange pairing IDs (EVID, EVSEID) with the EVCC and SECC.

[0307] Although not shown in Figure 2, a TCP & TLS Connection Establishment session may be performed between the EVCC and SECC after the SDP session (S212).

[0308] FIG. 6 and FIG. 7 are conceptual diagrams illustrating proposed changes to a service discovery protocol (SDP) that can be employed in an ACD charging communication method according to one embodiment of the present invention.

[0309] Here, in SDP, EVCC and SECC can operate to provide SECC connection information such as IP number and / or port number, exchange compatibility information such as coupler type and charging type, and exchange pairing identifiers such as EVID and EVSEID.

[0310] The aforementioned SDP parameter set can change the SDP wireless environment. When using UWB or RFID, the coupling type between the EVCC and SECC does not need to be re-encoded in the P2PS and / or PPD fields.

[0311] Referring back to Figure 2, a protocol renegotiation procedure can be performed as part of the initial setup session (S220). That is, at the supported application protocol stage, the EVCC and SECC can negotiate the protocol to use. Currently, there are four namespaces to choose from in ISD 15118-20. The four different namespaces are as follows:

[0312] urn:iso:std:iso:15118:-20:AC

[0313] urn:iso:std:iso:15118:-20:DC

[0314] urn:iso:std:iso:15118:-20:WPT

[0315] urn:iso:std:iso:15118:-20:ACDP

[0316] In this example, in addition to the four namespaces above, four additional namespaces are added. The four additional namespaces are as follows:

[0317] urn:iso:std:iso:15118:-20:ACDS-AC

[0318] urn:iso:std:iso:15118:-20:ACDS-DC

[0319] urn:iso:std:iso:15118:-20:ACDU-AC

[0320] urn:iso:std:iso:15118:-20:ACDU-DC

[0321] Even if you use the eight namespaces mentioned above, no changes in subsequent session setups may be required.

[0322] When using the ISO 15118-20 Protocol Negotiation session, the EVCC sends SupportedAppProtocolReq (namespace="iso:15118:-20:ACDS-DC", SchemaID=1) to SDP, and the SDP can feed back SupportedAppProtocolRes (SchemaID=1, OK) to the EVCC.

[0323] Meanwhile, the EVCC can provide an EVCCID, and the SECC can provide an EVSEID and a session ID. The session ID can be provided through the message header. In this case, the session ID can be set to match the "ID" in the VSE of the WLAN frame.

[0324] For example, in ISO 15118-20 SessionSetup, EVCC can send SessionSetupReq (EVCCID="HKM1234") to SDP, and SDP can feed back SessionSetupRes (EVSEID="KEPCO1234") to EVCC.

[0325] Meanwhile, the EVCC and SECC can trigger a "wake-up" command to the ACD device during the initialization process of the wireless LAN device to prepare for pairing and positioning. The EVCC can trigger a wake-up command to the secondary assembly (ACD_EV), and the SECC can trigger a wake-up command to the primary assembly (ACD_SE). If the ACD device has not yet been started, the EVCC and SECC can retrieve configuration information from the ACD device. The configuration information can include the MAC address of the ACD device. Acquiring this configuration information can be performed selectively.

[0326] A wireless power transfer (WPT) sequence that can be employed in an ACD charging communication method according to one embodiment of the present invention can sequentially perform a wireless power transfer fine positioning setup (WPT_FinePositioningSetup), a wireless power transfer fine positioning (WPT_FinePositioning), a wireless power transfer pairing (WPT_Pairing), and an AuthorizationSetup session after performing SessionSetup.

[0327] In addition, a Wireless Power Transfer (WPT) sequence according to an embodiment of the present invention may sequentially perform a Wireless Power Transfer charging parameter discovery (WPT_ChargeParameterDiscovery), a schedule change (ScheduleExchange), a Wireless Power Transfer alignment check (WPT_AlignmentCheck), and a PowerDelivery session after the vehicle stops (after pausing) after performing a ServiceSelection session. The PowerDelivery session is performed in parallel with the Wireless Power Transfer charging loop (WPT_chargeLoop) session, and the results of each session can be cross-referenced. When the PowerDelivery session is completed, a SessionStop session may be performed, and the sequence may be terminated.

[0328] An ACDP (ACD Pentagraph) sequence that can be employed in an ACD charging communication method according to an embodiment of the present invention can sequentially perform ACDP vehicle positioning and AuthorizationSetup processes after performing SessionSetup. In addition, the ACDP sequence according to an embodiment of the present invention can sequentially perform DC charging parameter discovery (DC_ChargeParameterDiscovery), ScheduleExchange, ACDP connection (ACDP_Connect), DC_CableCheck, DC_Precharge, and ACDP connection release (ACDP_Disconnect) after performing a ServiceSelection session. A PowerDelivery session is performed after performing a DC_Precharge session, and the PowerDelivery session is performed in parallel with the DC_ChargeLoop session and the results of each session can be cross-referenced. ACDP_Disconnect can be performed with reference to the performance results of the ACDP_Connect, DC_CableCheck, DC_Precharge, PowerDelivery, and DC_ChargeLoop sessions.

[0329] An AC sequence of an automatic connection device underbody (ACDU: ACD underbody) that can be employed in an ACD charging communication method according to one embodiment of the present invention can sequentially perform ACDU setup (ACDU_Setup), ACDU electric vehicle positioning (ACDU_EVPositioning), ACDU pairing (ACDU_Pairing), and AuthorizationSetup sessions after performing SessionSetup.

[0330] In addition, the ACDU AC sequence according to one embodiment of the present invention may sequentially perform AC_ChargeParemeterDiscovery, ScheduleExchange, ACDU docking (ACDU_Docking), PowerDelivery, and ACDU undocking (ACDU_Undocking) sessions after the electric vehicle stops (After Pausing) after performing the ServiceSelection session. If Docking fails after the ACDU_Docking session, it may be performed again from the ACDU_Setup session. The PowerDelivery session may be implemented to be performed while the charging loop is formed and maintained while being performed together with the ACDU AC_ChargeLoop session. When the PowerDelivery session is completed and the ACDU_Undocking session is performed, the ACDU AC sequence may be terminated by the SessionStop session. If the ACDU_Pairing session is in the Authorization / Service done state, the intermediate session may be skipped and the ACDU_Docking session may be performed.

[0331] An automatic connection device side (ACDS: ACD Sidearm) DC sequence that can be employed in an ACD charging communication method according to one embodiment of the present invention can sequentially perform ACDS setup (ACDS_Setup), ACDS EV positioning (ACDS_EVPositioning), ACDS pairing (ACDS_Pairing), and AuthorizationSetup sessions after performing SessionSetup.

[0332] In addition, the ACDS DC sequence according to one embodiment of the present invention may sequentially perform ACDS_ChargeParemeterDiscovery, ScheduleExchange, ACDS docking (ACDS_Docking), DC_CableCheck, DC_PreCharge, PowerDelivery, and ACDS undocking (ACDS_Undocking) sessions after the electric vehicle stops (After Pausing) after performing the ServiceSelection session. If docking fails after the ACDS_Docking session, it may be performed again from the ACDS_Setup session. The PowerDelivery session may be implemented to be performed together with the ACDS charge loop (ACDS_ChargeLoop) session while the charge loop is formed and maintained. When the PowerDelivery session is completed and the ACDS_Undocking session is performed, the ACDS DC sequence may be terminated by the SessionStop session. If the ACDS_Pairing session is in the Authorization / Service done state, the intermediate session may be skipped and the ACDS_Docking session may be performed.

[0333] Referring again to FIG. 2, the automatic connection device (ACD) setup session (S220) of the ACD charging communication method according to one embodiment of the present invention includes negotiation methods for positioning, pairing, docking, and inlet handling in the setup request message and setup response message from the ACDS or ACDU, and may add other parameters required for the supported methods. Here, the EV provides a list of supported methods or types, and the EVSE may select one of them.

[0334] Parameters to be negotiated may include positioning methods, pairing methods, docking types, inlet handling types, mating spaces, operating spaces, and any additional parameters related to the supported methods. For UWB, these additional parameters may include UWB address, UWB configuration, and range parameters, and for RFID, they may include RFID tag identifiers.

[0335] For example, EVCC sends ACDS_SetupReq (Positioning=UWB|Optical, Pairing=UWB|RFID, Docking=D, Inlet=EV|SE, MatingSpace=XYZ , [UWB EV =< UWB EV Addr>]) message. The SECC can send the message ACDS_SetupRes (Positioning=UWB, Pairing=RFID, Docking=D, Inlet=EV, OperatingSpace=XYZ, [UWB SE = <UWB SE Addr>, <uwb-conf> , <ranging-conf>]) can provide feedback.

[0336] Additionally, in another embodiment of the present invention, in the case of a UWB connection for ranging and pairing, information regarding a new UWB connection and ranging between the EV and the ACD with a given configuration may be included as parameters for negotiation. This UWB connection for ranging and pairing may be performed optionally.

[0337] For example, EVCC is configured as ACD_EV. <uwb-conf> , <ranging-conf>, <UWB SE Addr>)" message to support parameter setting of secondary assembly, and SECC sends "Configure ( <uwb-conf>, <UWB EV You can support parameter setting of the primary assembly by sending the "Addr>)" message.

[0338] Meanwhile, in an automatic connection device (ACD) positioning session applicable to the ACD charging communication method according to one embodiment of the present invention, the ACDS's EV positioning request message and EV positioning response message can be continuously exchanged between the EVCC and SECC until positioning is completed. The actual positioning can be performed via UWB. In this case, the actual positioning can be performed outside the V2G communication range, and parameters can be added as needed as a potential positioning method.

[0339] The vehicle positioning process using the UWB communication network at this time can be performed with reference to IEC 61851-27 Annex D.

[0340] For example, the EVCC can send an "ACDS_EVPositioningReq(EVProcessing=Ongoing, EVResult=Unknown)" message to the SECC, and the SECC can feed back an "ACDS_EVPositioningRes(EVSEProgressing=Ongoing, EVSEResult=Unknown)" message to the EVCC.

[0341] EVCC can send "Positioning-Start( )" to ACD_EV and SECC can send "Positioning-Start( )" to ACD_SE, and ACD_EV can feed back "Positioning-Status(Ongoing, 쪋)" and "Positioning-Status(Finished)" to EVCC and ACD_SE, respectively, to SECC.

[0342] The EVCC can send an "ACDS_EVPositioningReq(EVProcessing=Finished, EVResult=Success)" message to the SECC, and the SECC can feed back an "ACDS_EVPositioningRes(EVSEProgressing=Finished, EVSEResult=Success)" message to the EVCC.

[0343] In an automatic connection device (ACD) pairing session that can be employed in an ACD charging communication method according to another embodiment of the present invention, pairing may optionally be performed using some pairing-positioning device (PPD), such as RFID or UWB, in the ACDS pairing request and pairing response. If positioning provides pairing reliability through UWB or the like, pairing may be omitted.

[0344] A PPD can provide an identifier (ObservedID) of the other party. That is, the PPD of an EV can act to cause the EV to send an identifier (ObservedID) of the other party, and the PPD of an EVSE can act to cause the EVSE to send an identifier (ObservedID) of the other party.

[0345] For example, the EVCC can send an "ACDS_PairingReq(EVProcessing=Ongoing, EVResult=Unknown)" message to the SECC, and the SECC can feed back an "ACDS_PairingRes(ObservedID="ev_rfid", EVSEProcessing=Ongoing, EVSEResult=Unknown)" message to the EVCC.

[0346] The EVCC can send an "ACDS_PairingReq(EVProcessing=Finished, EVResult=Success)" message to the SECC, and the SECC can feed back an "ACDS_PairingRes(EVSEProcessing=Finished, EVSEResult=Success)" message to the EVCC.

[0347] Referring back to FIG. 2, in one embodiment of the present invention for the Authorization / Service Negotiation (S230) and Parameter Exchange (S232) sessions, after WLAN connection (S210), the procedures of AuthorizationSetup, Authorization, Service Discovery, ServiceDetail, Service Selection, DC Charge Parameter Discovery, and ScheduleExchange may be performed in the order described.

[0348] In an automatic connection device (ACD) service discovery procedure that can be employed in an ACD charging communication method according to one embodiment of the present invention, new service identifier (ServiceID) definitions can be added.

[0349] FIG. 8 is a conceptual diagram illustrating a proposal of a new service ID that can be employed in a service discovery session according to one embodiment of the present invention.

[0350] As illustrated in Fig. 8, a new service identifier definition may be added to the existing eight service IDs (serviceID) from 0 to 7, and service IDs from 8 to 15 and their definitions may be added.

[0351] FIG. 9 is a conceptual diagram illustrating a proposal of configuration parameters of a DC-ACDS service that can be employed in a service detail format according to one embodiment of the present invention.

[0352] Referring again to FIG. 2 together with FIG. 9, an automatic connection device (ACD) service detail procedure that can be employed in an ACD charging communication method according to one embodiment of the present invention is disclosed.

[0353] In the ServiceDetail procedure, service parameters for AC and DC, ACDS and ACDU, and bidirection power transfer (BPT) can be defined.

[0354] All ACD-specific parameters can be determined in the ACDS configuration request and ACDS configuration response. For example, ControlMode and MobilityNeedsMode can be defined.

[0355] For example, the EVCC can send an "AuthorizationSetupReq (*)" message to the SECC, and the SECC can then feed back an "AuthorizationSetupRes (*)" message to the EVCC. Subsequently, the EVCC can send an "AuthorizationReq (*)" message to the SECC, and the SECC can then feed back an "AuthorizationRes (*)" message to the EVCC.

[0356] In the ServiceDiscovery phase, the EVCC can send a "ServiceDiscoveryReq ( )" message to the SECC, and the SECC can feed back a "ServiceDiscoveryRes (EnergyTransferServiceList=[{ServiceID=14},...])" message to the EVCC.

[0357] At this time, referring to the ServiceID table of Fig. 8, if the ServiceID of the message fed back by the SECC to the EVCC is 11, the ServiceName can be interpreted as DC_ACDU_BPT, and if the ServiceID is 14, the ServiceName can be interpreted as DC_ACDS.

[0358] The EVCC can request detailed information by referencing the ServiceID information in the SECC's feedback message. For example, the EVCC can send the "ServiceDetailReq (ServiceID=14)" message to the SECC. The SECC can then respond with the "ServiceDetailRes (ServiceID=14, ServiceParameterList={ParameterSetID=1, Parameter=...})" message.

[0359] In this case, if SECC feeds back ServiceID = 14, EVCC may request detailed information about ServiceID = 14, or if SECC feeds back ServiceID = 11, EVCC may alternatively request detailed information about ServiceID = 14.

[0360] In this way, service parameters can be defined, including information about AC, DC, ACDS / U, and whether BPT (Bidirectional Power Transfer) is possible. All ACD-specific parameters can be determined through the ADCS / U_SetupReq / Res message.

[0361] An automatic connection device (ACD) service selection (ServiceSelection) procedure, an automatic connection device (ACD) DC charge parameter discovery (DC_ChargeParameterDiscovery) procedure, and an automatic connection device (ACD) schedule change (ScheduleExchange) procedure that can be employed in an ACD charging communication method according to one embodiment of the present invention are disclosed.

[0362] At this time, the service identifier (ServiceID) is used in messages such as the service discovery response (ServiceDiscoveryRes), service detail request (ServiceDetailReq), service detail response (ServiceDetailRes), service selection request (ServiceSelectionReq), and service selection response (ServiceSelectionRes), and additional information such as the energy transfer service list (EnergyTransferServiceList) and service parameter list (ServiceParameterList) may be used.

[0363] For example, the EVCC can send a "ServiceSelectionReq (ServiceID=14)" message to the SECC, and the SECC can feed back a "ServiceSelectionRes (SelectedEnergyTransferService {ServiceID=14, ParameterSetID=1)" message to the EVCC.

[0364] The EVCC can send a "DC_ChargeParameterDiscoveryReq (*)" message to the SECC, and the SECC can feed back a "DC_ChargeParameterDiscoveryRes (*)" message to the EVCC.

[0365] The EVCC can send a "ScheduleExchangeReq (*)" message to the SECC, and the SECC can feed back a "ScheduleExchangeRes (*)" message to the EVCC.

[0366] An automatic connection device (ACD) docking procedure (S240) that can be employed in an ACD charging communication method according to one embodiment of the present invention, and an automatic connection device (ACD) post-docking procedure (S240 and thereafter) can be performed as follows.

[0367] The welding detection process during charging may be performed as part of the charging (S250) session, and the undocking (S260) and post-undocking (S260) processes may be performed.

[0368] For convenience of explanation, the messages in the following description are disclosed assuming an ACDS embodiment, but the idea of ​​the present invention can also be implemented for other types of ACD, such as ACDU and ACDP.

[0369] For example, in ACDS docking request and docking response (S240), docking can be performed by the robot manipulator / robot arm of the ACD or the robot manipulator / robot arm of the EV. The docking process can also be performed using manual human operation or other technologies that include automatic / semi-automatic functions. The docking request message or docking response message can include information regarding electrical and mechanical status monitoring, docking status / result reporting, etc.

[0370] For example, the EVCC can send an "ACDS_DockingReq(CPState=A, EVProcessing=Ongoing, EVResult=Unknown)" message to the SECC, and the SECC can feed back an "ACDS_DockingRes(CPState=A, ManPosition=Home, EVSEProcessing=Ongoing, EVSEResult=Unknown)" message to the EVCC.

[0371] After docking is complete, the EVCC can send the message "ACDS_DockingReq(EVProcessing=Finished, EVResult=Success)" to the SECC, and the SECC can feed back the message "ACDS_DockingRes(EVSEProcessing=Finished, EVSEResult=Success)" to the EVCC.

[0372] After docking, EVCC and SECC can perform procedures such as CableCheck, PreCharge, PowerDelivery, and ChargeLoop (S240).

[0373] This process can be performed, for example, by the EVCC sending a "DC_CableCheckReq(*)" message to the SECC and the SECC feeding back a "DC_CableCheckRes(*)" message to the EVCC, whereby a cable check is performed, the EVCC sending a "DC_PreChargeReq(*)" message to the SECC and the SECC feeding back a "DC_PreChargeRes(*)" message to the EVCC, whereby a percharge is performed, and the EVCC sending a "PowerDeliveryReq(Start)" message to the SECC and the SECC feeding back a "PowerDeliveryRes(*)" message to the EVCC, whereby a preparation process can be performed so that the charging process can start.

[0374] Afterwards, ACD motion control of both sides can be performed by sending the "MotionFollow(Start)" message to EVCC as ACD_EV and to SECC as ACD_SE, respectively.

[0375] Afterwards, the EVCC can check the charging loop status of both the EV and EVSE by sending a "DC_ChargeLoopReq(*)" message to the SECC, and report / share it from the SECC to the EVCC.

[0376] The charging loop status of both ACDs can be reported to EVCC and SECC by sending "Charging-Status( )쪋" messages from ACD_EV to EVCC and ACD_SE to SECC, respectively.

[0377] When a predetermined condition related to the charge loop state is reached, the SECC can feed back a "DC_ChargeLoopRes(*)" message to the EVCC.

[0378] Power transfer can be terminated by the EVCC sending a "PowerDelivery Req (Stop)" message to the SECC, and the SECC feeding back a "PowerDelivery Res ( )" message to the EVCC.

[0379] By sending the "MotionFollow(Stop)" message to EVCC as ACD_EV and to SECC as ACD_SE, respectively, the ACD motion control on both sides can be controlled to match the end of the charging mode, and the motion control can also be terminated.

[0380] Welding detection and post-welding detection procedures of an automatic connection device (ACD) that can be employed in an ACD charging communication method according to one embodiment of the present invention are illustrated (S250, S260).

[0381] For example, in ACDS undock request and undock response (S260), undock can be performed by the ACD's robotic manipulator or the EV's robotic manipulator. The undocking process can also be performed using other technologies that include human motion. The undock request message or undock response message can include information regarding electrical and mechanical status monitoring, undocking result reporting, and the like.

[0382] During the charging process, the EVCC may send a "DC_WeldingDetectionReq (*)" message to the SECC, and the SECC may then feed back a "DC_WeldingDetection (*)" message to the EVCC. This message may indicate that charging is continuing. This process may be repeated according to predetermined conditions while charging continues.

[0383] Charging can be determined to be complete when the EVCC sends a "DC_WeldingDetectionReq (*)" message to the SECC and the SECC feeds back a "DC_WeldingDetectionRes (*)" message to the EVCC.

[0384] When charging is complete and undocking is to be performed, the EVCC may send the message "ACDS_UndockingReq(CPState=A, EVProcessing=Ongoing, EVResult=Unknown)" to the SECC, and the SECC may feed back the message "ACDS_UndockingRes(CPState=A, ManPosition=Home, EVSEProcessing=Ongoing, EVSEResult=Unknown)" to the EVCC.

[0385] Once undocking is complete, the EVCC can send the message "ACDS_UndockingReq(EVProcessing=Finished, EVResult=Success)" to the SECC, and the SECC can feed back the message "ACDS_UndockingRes(EVSEProcessing=Finished, EVSEResult=Success)" to the EVCC.

[0386] Afterwards, when both EVCC and SECC share information such as undocking finished and undocking result success, EVCC sends a "SessionStopReq (ChargingSession=Terminate)" message to SECC, and SECC feeds back a "SessionStopRes (OK)" message to EVCC, and the session between EVCC and SECC is terminated.

[0387] Both ACDs can also terminate the entire charging session by sending a "Finish( )" message to EVCC as ACD_EV and to SECC as ACD_SE, respectively.

[0388] FIG. 10 is a conceptual diagram illustrating in detail a charging communication process using a grid code according to one embodiment of the present invention.

[0389] A charging communication method for electric mobility charging according to one embodiment of the present invention is a communication method performed by an electric vehicle communication controller (EVCC) of electric mobility, and may include a step (S310) in which the EVCC requests a grid code related to a bidirectional power transfer (BPT) function to an electric vehicle power supply equipment (EVSE) that will transmit power to the electric mobility; a step (S320) in which the EVCC receives a message including a grid code of a power network to which the EVSE belongs from the EVSE; and a step (S240 to S280) in which the EVCC performs a procedure related to the bidirectional power transfer function based on the grid code of the EVSE.

[0390] In a charging communication method executed in an EVCC according to one embodiment of the present invention, the power grid code may include information on the country, region, or institution of the power network to which the EVSE belongs.

[0391] Table 1 below discloses one embodiment of an xml-based specification for a message containing a GridCode.

[0392] <gridcode> <commonparam> ...< / commonparam> <gridcodekorea> ...< / gridcodekorea> < / gridcode>

[0393] Referring to Table 1, a message containing a grid code includes a section describing common parameters and may include a grid code indicating a continent / country / region. For example, in addition to GridCodeKorea, expressions such as GridCodeUSA, GridCodeGermany, and GridCodeJapan may be included.

[0394] In a charging communication method executed in an EVCC according to one embodiment of the present invention, a message including a grid code may include information related to low voltage ride through (LVRT) or high voltage ride through (HVRT) for responding to a process in which a power supply device is connected to or disconnected from a power network, as defined in a power network, or information related to a reactive power response time.

[0395] Table 2 below provides a more detailed example of a message specification that includes grid code.

[0396] <gridcode> <commonparam> ... < / commonparam> .... <gridcodekorea> <lvrtmomentcessenable>True < / lvrtmomentcessenable> <lvrtmomentcessvoltage> 90< / lvrtmomentcessvoltage> <lvrtmomentcessrecovery> 85< / lvrtmomentcessrecovery> <hvrtmomentcessenable> False < / hvrtmomentcessenable> <reactivepowerresponsetimeenable> True< / reactivepowerresponsetimeenable> <reactivepowerresponsetime> 3< / reactivepowerresponsetime> < / gridcodekorea> < / gridcode>

[0397] Referring to Tables 1 and 2, grid code information can have parameters defined for each exclusive region. For example, parameters such as global, European, German, American, Japanese, and Korean can be defined.

[0398] Some parameters may be common to all regions.

[0399] Group-related parameters can be similar or identical. Groups can have different information, or they can have the same or similar information.

[0400] Some parameters can be optional or mandatory.

[0401] The extensibility of parameters can be expressed. Extensibility can be implemented using the concepts of inherit or substitute. Some structures can extend existing structures.

[0402] Table 3 below discloses one embodiment of parameters transmitted from EVSE to electric mobility.

[0403] CategoryParameterReferencesAlready CoveredLow Voltage Ride-ThroughMomentary CessationEnable or Disable (T / F)EN 50549-1: 4.7.4.2.2NoThreshold Voltage (%)IEEE 2030.5: 10.10.4.3.2EN 50549-1: 4.7.4.2.2VDE 4105: 5.7.3.3 (80%)YesRecovery Voltage (%)EN 50549-1: 4.4.4 operating volt. range (85~110%)VDE 4105: 5.7.3.3 resume range (85~110%)?High Voltage Ride-ThroughMomentary CessationEnable or Disable (T / F)EN 50549-1: 4.7.4.2.2NoThreshold Voltage (%)IEEE 2030.5: 10.10.4.3.2EN 50549-1: 4.7.4.2.2VDE 4105: 5.7.3.3 (80%)YesRecovery Voltage (%)EN 50549-1: 4.4.4 operating volt. range (85~110%)VDE 4105: 5.7.3.3 resume range (85~110%)?Reactive Power Response TimeEnable or Disable (T / F)(enable for Europe)?Time Constant (sec)EN 50549-1: 4.7.2.3.3 time constant?

[0404] Messages exchanged between electric mobility and EVSE may contain information related to grid code.

[0405] At this time, the message has a Session ID (e.g., up to 255 bytes) as a Header, can contain a unique ID such as EVCC / SECC (e.g., a string up to 255 bytes), and can contain a TimeStamp (e.g., an integer of 4 bytes).

[0406] If a message containing information related to grid code is exchanged during the Initial Setup (S220) process, the message may be a Session Setup Req or Session Setup Res message.

[0407] When a message containing information related to grid code is exchanged during the service negotiation (S230) process, the message may be a supported App Protocol Req or supported App Protocol Res message.

[0408] When a message containing information related to grid code is exchanged during the service negotiation (S230) process, the message may be a Service Selection Req or Service Selection Res message.

[0409] If a message containing information related to grid code is exchanged during the Authorization (S230) process, the message may be an Authorization Setup Req or Authorization Setup Res message.

[0410] When a message containing information related to grid code is exchanged during the Params Exchange (S232) process, the message may be an AC Charge Parameter Discovery Req or AC Charge Parameter Discovery Res message.

[0411] A message containing information related to a grid code may include information related to a power transmission function of electric mobility disclosed in the embodiments of FIGS. 3 to 9, and / or information related to a power transmission function of EVSE.

[0412] This information may include information such as whether the electric mobility supports AC BPT, Maximum Charge Power, Minimum Charge Power, Energy Transfer Type, Energy Transfer Mode, and whether the EVSE supports AC BPT.

[0413] The AC BPT-related information collected in steps S210 to S232 can be linked to grid code and utilized in subsequent steps. If the information obtained in the subsequent step differs from the information obtained in the previous step, the information obtained in the subsequent step may replace the information obtained in the previous step.

[0414] In a charging communication method executed in an EVCC according to one embodiment of the present invention, a message including a grid code may include information on power, voltage, or safety standards during a process in which power is transferred between electric mobility and EVSE.

[0415] In a charging communication method executed in an EVCC according to one embodiment of the present invention, the step (S310) of the EVCC requesting a grid code and the step (S320) of the EVCC receiving a message including the grid code may be performed as part of, or together with, the process (S210 to S232) of exchanging function information supported by each of the electric mobility and the EVSE and checking compatibility between the electric mobility and the EVSE.

[0416] For example, in an embodiment where compatibility information is checked at step S210, among the compatibility information, particularly AC BPT function information, may be linked to grid code information and used in subsequent processes after step S220.

[0417] In an embodiment where compatibility information is checked in step S220, among the compatibility information, particularly AC BPT function information, may be linked to grid code information and used in subsequent processes after step S230.

[0418] In an alternative embodiment, the step of requesting a grid code by the EVCC (S310) and the step of receiving a message containing the grid code by the EVCC (S320) may be performed as part of, or together with, the process of the EVCC discovering the EVSE and establishing a communication network to which the EVSE belongs or communicating with the EVSE (S210 or S212). The grid code may be utilized in a process performed after S210 or S212.

[0419] In an alternative embodiment, the steps of requesting a grid code by the EVCC (S310) and receiving a message containing the grid code by the EVCC (S320) may be performed as part of, or together with, the initial setup process between the EVCC and the EVSE (S220). The grid code may be utilized in the process performed after S220.

[0420] In an alternative embodiment, the step (S310) of the EVCC requesting a grid code and the step (S320) of the EVCC receiving a message including the grid code may be performed as part of, or together with, a process (S230) of performing authorization or services negotiation between the EVCC and the EVSE. The grid code may be utilized in the process performed after S230.

[0421] The step (S310) where the EVCC requests a grid code and the step (S320) where the EVCC receives a message including the grid code may be performed as part of, or together with, the process (S232) where parameters are exchanged between the EVCC and the EVSE. The grid code may be used in the process performed after S232.

[0422] In a charging communication method executed in an EVCC according to one embodiment of the present invention, a message including a grid code may include information related to power supply capabilities supported by the EVSE. In particular, whether or not the AC BPT function is supported may be included, and the format of the message and / or data expressing such information may refer to the embodiments of FIGS. 3 to 9.

[0423] 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 the steps of: receiving a message requesting a grid code related to a bidirectional power transfer (BPT) function from the electric mobility (S310); transmitting a message including a grid code of a power network to which an electric vehicle supply equipment (EVSE) corresponding to the primary assembly belongs to the electric mobility (S320); and performing a procedure related to the bidirectional power transfer function based on the grid code by the EVSE (S240 to S280).

[0424] In a charging communication method executed in an SECC according to one embodiment of the present invention, the power grid code may include information on the country, region, or institution of the power network to which the EVSE belongs.

[0425] In a charging communication method executed in an SECC according to one embodiment of the present invention, a message including a grid code may include information related to low voltage ride through (LVRT) or high voltage ride through (HVRT) for responding to a process in which a power supply device is connected to or disconnected from a power network, as defined in a power network, or information related to reactive power response time.

[0426] In a charging communication method executed in an SECC according to one embodiment of the present invention, a message including a grid code may include information on power, voltage, or safety standards during a process in which power is transferred between electric mobility and EVSE.

[0427] In a charging communication method executed in an SECC according to one embodiment of the present invention, the step (S310) of receiving a message requesting a grid code from electric mobility and the step (S320) of transmitting a message including a grid code to electric mobility may be performed as part of or together with the process (S210 to S232) of exchanging function information supported by each of electric mobility and EVSE and checking compatibility between electric mobility and EVSE.

[0428] According to one embodiment of the present invention, the performance of electric vehicle charging communication can be improved and user convenience can be enhanced.

[0429] According to one embodiment of the present invention, in a charging communication method for charging an electric vehicle, two or more different communication techniques can be used to 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.

[0430] 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 and data format 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.

[0431] In the case of AC BPT, the Grid Code is different for each country / region, and the upper / lower limits, transient response, and safety standards for the power transmission standards indicated by the Grid Code are different. Therefore, according to one embodiment of the present invention, a sequence can be provided for preparing requirements so that electric mobility can receive the Grid Code from the EVSE and perform BPT using the same.

[0432] According to one embodiment of the present invention, electric mobility can comply with safety standards related to transient response and power transmission when connected to the grid via EVSE and implement hardware settings required therefor.

[0433] According to one embodiment of the present invention, electric mobility can provide sequences, messages, parameter information, etc. for requesting Grid Code and receiving responses.

[0434] Although omitted in the drawings in the embodiments of FIGS. 1 to 10, 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.

[0435] FIG. 11 is a conceptual block diagram of the internal structure of a computing system that can implement a charging communication device according to one embodiment of the present invention, a generalized ACD, a communication / communication control device included in the ACD, a wireless LAN AP (Access Point) deployed for the SECC, EVCC, and EVSE, and a short-range communication device deployed in an electric vehicle or ACD.

[0436] Although omitted in the drawings in the embodiments of FIGS. 1 to 10, 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.

[0437] 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. 11.

[0438] Referring to FIG. 11, 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).

[0439] 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).

[0440] 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.

[0441] 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).

[0442] Additionally, the computing system (1000) may include a communication interface (1300) that performs communication via a wireless network.

[0443] Additionally, the computing system (1000) may further include a storage device (1400), an input interface (1500), an output interface (1600), etc.

[0444] Additionally, each component included in the computing system (1000) can be connected to each other by a bus (1700) and communicate with each other.

[0445] 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.

[0446] 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.

[0447] The processor (1100) of the EVCC can request a grid code related to a bidirectional power transfer (BPT) function from an electric vehicle supply equipment (EVSE) corresponding to the primary assembly, the EVCC can receive a message including a grid code of a power network to which the EVSE belongs from the EVSE, and the EVCC can perform a procedure related to the bidirectional power transfer function based on the grid code of the EVSE.

[0448] In an EVCC according to one embodiment of the present invention, the power grid code may include information on the country, region, or institution of the power network to which the EVSE belongs.

[0449] In an EVCC according to one embodiment of the present invention, a message including a grid code may include information related to low voltage ride through (LVRT) or high voltage ride through (HVRT) or information related to reactive power response time for responding to a process in which a power supply device is connected to or disconnected from a power network, as defined in a power network.

[0450] In an EVCC according to one embodiment of the present invention, a message including a grid code may include information on power, voltage, or safety standards during the process of power transmission between electric mobility and EVSE.

[0451] In an EVCC according to one embodiment of the present invention, the processor (1100) may request a grid code from the EVSE or receive a message including a grid code from the EVSE as part of a process in which electric mobility and EVSE exchange information on functions supported by each other and check compatibility between the electric mobility and EVSE, or together with a process in which the EVCC and EVSE exchange information on functions supported by each other and check compatibility between the electric mobility and EVSE.

[0452] 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.

[0453] The SECC's processor (1100) can receive a message requesting a grid code related to a bidirectional power transfer (BPT) function from electric mobility, transmit a message including a grid code of a power network to which an electric vehicle supply equipment (EVSE) corresponding to a primary assembly of electric mobility belongs, and the EVSE can perform a procedure related to the bidirectional power transfer function based on the grid code.

[0454] 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 an electric vehicle or EVCC to an 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 an EVSE / SECC / ACD to an electric vehicle 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.

[0455] 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.

[0456] 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.

[0457] 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 represented as a feature of 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.

[0458] 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.

[0459] 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. < / uwb-conf> < / uwb-conf> < / val> < / ett> < / val> < / val> < / ett>

Claims

1. A communication method performed by an electric vehicle communication controller (EVCC) of electric mobility, A step in which the EVCC requests a grid code related to a bidirectional power transfer (BPT) function to an electric vehicle supply equipment (EVSE) that will transmit power to the electric mobility; The step of the EVCC receiving a message including the grid code of the power network to which the EVSE belongs from the EVSE; and A step in which the EVCC performs a procedure related to a bidirectional power transmission function based on the grid code of the EVSE; Including, A charging communication method for electric mobility charging.

2. In paragraph 1, The above power grid code includes information about the country, region, or agency of the power network to which the EVSE belongs. A charging communication method for electric mobility charging.

3. In paragraph 1, A message containing the above grid code, Information related to low voltage ride through (LVRT) or high voltage ride through (HVRT) for responding to the process of power supply devices being connected to or disconnected from the power network, as defined in the power network, or information related to reactive power response time, A charging communication method for electric mobility charging.

4. In paragraph 1, A message containing the above grid code, Including information on power, voltage, or safety standards of the process in which power is transmitted between the electric mobility and the EVSE. A charging communication method for electric mobility charging.

5. In paragraph 1, The step of the EVCC requesting the grid code and the step of the EVCC receiving a message including the grid code are: As part of the process of exchanging information on functions supported by each of the electric mobility and the EVSE and checking compatibility between the electric mobility and the EVSE, or performed together, A charging communication method for electric mobility charging.

6. In paragraph 1, The step of the EVCC requesting the grid code and the step of the EVCC receiving a message including the grid code are: The EVCC is performed as part of, or together with, the process of discovering the EVSE and establishing communication with the communication network to which the EVSE belongs or with the EVSE. A charging communication method for electric mobility charging.

7. In paragraph 1, The step of the EVCC requesting the grid code and the step of the EVCC receiving a message including the grid code are: As part of, or performed together with, the process of performing initial setup between the EVCC and the EVSE, A charging communication method for electric mobility charging.

8. In paragraph 1, The step of the EVCC requesting the grid code and the step of the EVCC receiving a message including the grid code are: As part of, or performed together with, the process of performing authorization or services negotiation between the EVCC and the EVSE, A charging communication method for electric mobility charging.

9. In paragraph 1, The step of the EVCC requesting the grid code and the step of the EVCC receiving a message including the grid code are: As part of, or performed together with, the process of exchanging parameters between the EVCC and the EVSE, A charging communication method for electric mobility charging.

10. In paragraph 1, A message containing the above grid code, Contains information related to the power supply capabilities supported by the above EVSE; A charging communication method for electric mobility charging.

11. 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, Request a grid code related to the bidirectional power transfer (BPT) function to the electric vehicle supply equipment (EVSE) corresponding to the above primary assembly, The EVCC receives a message from the EVSE including the grid code of the power network to which the EVSE belongs, The above EVCC performs a procedure related to the bidirectional power transfer function based on the above grid code of the above EVSE. Electric Vehicle Communication Controller (EVCC).

12. In paragraph 11, The above power grid code includes information about the country, region, or agency of the power network to which the EVSE belongs. Electric Vehicle Communication Controller (EVCC).

13. In paragraph 11, A message containing the above grid code, Information related to low voltage ride through (LVRT) or high voltage ride through (HVRT) for responding to the process of power supply devices being connected to or disconnected from the power network, as defined in the power network, or information related to reactive power response time, Electric Vehicle Communication Controller (EVCC).

14. In paragraph 11, A message containing the above grid code, Including information on power, voltage, or safety standards of the process in which power is transmitted between the electric mobility and the EVSE. Electric Vehicle Communication Controller (EVCC).

15. In paragraph 11, The above processor, As part of the process of exchanging function information supported by each of the electric mobility and the EVSE and checking compatibility between the electric mobility and the EVSE, or together with the process of exchanging function information supported by each of the EVCC and the EVSE and checking compatibility between the electric mobility and the EVSE, requesting the grid code to the EVSE or receiving a message including the grid code from the EVSE. 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 receiving a message requesting a grid code related to a bidirectional power transfer (BPT) function from the electric mobility; A step of transmitting a message including a grid code of a power network to which an electric vehicle supply equipment (EVSE) corresponding to the primary assembly belongs with the electric mobility; and A step in which the EVSE performs a procedure related to a bidirectional power transfer function based on the grid code; Including, A charging communication method for electric mobility charging.

17. In paragraph 16, The above power grid code includes information about the country, region, or agency of the power network to which the EVSE belongs. A charging communication method for electric mobility charging.

18. In paragraph 16, A message containing the above grid code, Information related to low voltage ride through (LVRT) or high voltage ride through (HVRT) for responding to the process of power supply devices being connected to or disconnected from the power network, as defined in the power network, or information related to reactive power response time, A charging communication method for electric mobility charging.

19. In Article 16, A message containing the above grid code, Including information on power, voltage, or safety standards of the process in which power is transmitted between the electric mobility and the EVSE. A charging communication method for electric mobility charging.

20. In paragraph 16, The step of receiving a message requesting the grid code from the electric mobility and the step of transmitting a message including the grid code to the electric mobility are as follows: As part of or performed together with the process of exchanging function information supported by each of the electric mobility and the EVSE and checking compatibility between the electric mobility and the EVSE, A charging communication method for electric mobility charging.

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