ACD-u-based simultaneous multiple charging method and apparatus using same

Abstract

Disclosed are a simultaneous multiple charging method for an electric vehicle and an apparatus using same. The method comprises the steps of: guiding an electric vehicle entering a charging station to the front of a parking area in which an ACD charger is installed; and positioning the electric vehicle on an automatic power supply device of the ACD charger in the parking area, wherein guidance of the electric vehicle starts on the basis of user information obtained from the electric vehicle side through an eMSP.

Description

ACD-U based simultaneous multi-charging method and device using the same

[0001] The present invention relates to an electric mobility simultaneous multiple charging technology based on an automatic charging device (ACD), and more particularly, to a method and device for simultaneous multiple charging between a plurality of electric vehicles and a plurality of ACD chargers.

[0002] Electric vehicles (EVs) are powered by batteries and run on motors, so they produce less air pollutants such as exhaust fumes, are quieter, and are easier to drive and maintain than conventional gasoline engine vehicles.

[0003] Electric vehicle charging systems, which charge the batteries installed in electric vehicles, typically utilize power from the commercial power grid or energy storage devices. These systems take various forms depending on the type of electric vehicle.

[0004] For example, electric vehicle charging systems take the form of conductive charging systems using cables or contactless wireless power transfer systems. Additionally, automatic connection devices or automatic charging devices (ACDs) are used to charge electric vehicle batteries.

[0005] With the recent expansion of electric vehicles, situations where multiple electric vehicles are simultaneously charging at charging stations are becoming more frequent. However, to enable simultaneous multi-charging of multiple electric vehicles, appropriate charging algorithms are required in the electric vehicle communication controller or the charging station's power supply communication controller. Furthermore, the widespread adoption of charging algorithms for simultaneous multi-charging between multiple electric vehicles and multiple ACD chargers remains limited.

[0006] The present invention provides an effective method for simultaneous multiple charging between multiple electric vehicles and multiple ACD (automatic charging device) chargers. The purpose of the present invention is to provide an ACD-U (ACD-underbody)-based simultaneous multiple charging method that can provide a charging sequence for simultaneous multiple charging between multiple electric vehicles and multiple ACD chargers.

[0007] Another object of the present invention is to provide an ACD-U based simultaneous multi-charging method and a device using the same, which can provide a charging sequence and charging process for each step for effective simultaneous guiding, positioning, pairing, and wireless local area network (WLAN) association between a plurality of electric vehicles and a plurality of ACD chargers in a simultaneous multi-charging environment.

[0008] Another object of the present invention is to provide an ACD-U-based simultaneous multi-charging method and a device using the same, which can provide a charging structure and a pairing algorithm based on a backbone network in a simultaneous multi-charging environment between a plurality of electric vehicles and a plurality of chargers.

[0009] According to one aspect of the present invention for achieving the above object, a simultaneous multi-charging method is provided, which is a simultaneous multi-charging method of electric mobility by a charging station management system (CSMS) of a backbone network, comprising: a step of guiding electric mobility entering a charging station toward a parking area in which an automatic charging device (ACD) charger is installed; and a step of positioning the electric mobility on an automatic power supply device of the ACD charger within the parking area. The guiding step is performed based on user information obtained from the electric mobility side through an e-mobility service provider (eMSP).

[0010] In the above simultaneous multi-charging method (hereinafter simply referred to as the 'method'), the CSMS can independently perform the guiding step and the positioning step for multiple electric mobility vehicles entering the charging station.

[0011] The method may further include a step of receiving user information and vehicle information from the eMSP. The electric mobility may include an electric vehicle (EV). The user information may include an electric vehicle identification number (EVID), an electric vehicle communication controller (EVCC) identifier (ID), an ultra-wideband (UWB) EV ID, and a low frequency (LF) EV ID.

[0012] The above method may further include a step of transmitting the user information to a guide server installed in a parking lot of the charging station.

[0013] The method may further include receiving a status update message for updating the status of data related to the electric mobility from the guide server. The status update message may trigger a guide sequence for the electric mobility.

[0014] The method may further include a step of transmitting a guide status request message for the electric mobility to the guide server.

[0015] The method may further include a step of transmitting information about an ACD charger or supply equipment communication controller (SECC) closest to the electric mobility to an electric vehicle supply equipment (EVSE) of the charging station through a UWB guiding result for the electric mobility.

[0016] The above method may further include a step of transmitting pairing participant information to a plurality of supply equipment communication controllers (SECCs) each equipped in the ACD charger via websocket communication.

[0017] According to another aspect of the present invention for achieving the above object, there is provided a simultaneous multi-charging method for electric mobility, comprising a step of guiding electric mobility entering a charging station toward a parking area in which an automatic charging device (ACD) charger is installed; and a step of positioning the electric mobility on an automatic power supply device of the ACD charger within the parking area. The guiding step is initiated by a guiding status request message received from a charging station management system (CSMS) of a backbone network.

[0018] In the above method, the electric mobility may include an electric vehicle (EV). The guide status request message may include an ultra-wideband (UWB) EV identifier (ID). The UWB EV ID may be included in a packet processing status requests and responses between the EV and the ACD charger in a UWB-based guiding system.

[0019] The above method may further include a step of verifying a UWB EV ID included in the guide status request message.

[0020] The method may further include a step of guiding the electric mobility by communicating with an infrastructure anchor or guide anchor installed in the parking area. The guide anchor may include an infrastructure-side UWB device. The infrastructure-side UWB device may cooperate with an EV-side UWB device to guide the electric mobility toward a specific parking area.

[0021] The method may further include a step of transmitting a guide status response message to a charging station management system (CSMS) of the backbone network. The guide status response message may include status information regarding the progress status of the current guide sequence for the electric mobility.

[0022] The method may further include the steps of receiving a guide status request message having the same UWB EV ID from the CSMS; and transmitting a guide status response message containing status information on the progress status of the current guide sequence to the CSMS.

[0023] The method may further include a step of transmitting a status message regarding the completion of a guide sequence for the electric mobility to the CSMS. The CSMS may transmit pairing participant information to a plurality of supply equipment communication controllers (SECCs) each equipped in the ACD charger via websocket communication.

[0024] According to another aspect of the present invention for achieving the above object, a device utilizing a simultaneous multi-charging method is provided, which device utilizes a simultaneous multi-charging method for electric mobility, and includes a transmitting and receiving device that communicates with a charging station management system (CSMS) via a web socket; and a processor connected to the transmitting and receiving device. The processor receives a guide status request message from the CSMS, starts guiding electric mobility that has entered a charging station based on an ultra-wideband (UWB) EV ID (identifier) ​​in the guide status request message, guides the electric mobility to a parking area in which an automatic charging device (ACD) charger is installed, and positions the electric mobility on an automatic power supply device of the ACD charger within the parking area.

[0025] The device may further perform guidance of the electric mobility by communicating with an infrastructure anchor or guide anchor installed in the parking area. The electric mobility may include an electric vehicle (EV). The guide anchor may include an infrastructure-side UWB device. The infrastructure-side UWB device may cooperate with the EV-side UWB device to guide the electric mobility toward a specific parking area.

[0026] The processor may further perform the steps of: transmitting a guide status response message to the CSMS; receiving a guide status request message having the same ultra-wideband (UWB) EV ID (identifier) ​​from the CSMS; and transmitting a guide status response message containing status information on the progress of a current guide sequence to the CSMS. The UWB EV ID may be included in a packet processing a status request and response between an EV and an ACD charger in a UWB-based guiding system.

[0027] The processor may further transmit a status message regarding the completion of the guide sequence for the electric mobility to the CSMS. The CSMS may transmit pairing participant information to a plurality of power supply equipment communication controllers (SECCs) each equipped in the ACD charger via websocket communication.

[0028] The above electric mobility guidance can be performed based on user information transmitted from the electric mobility side to the CSMS through an electric mobility service provider (eMSP).

[0029] According to the present invention, an effective charging sequence for simultaneous multiple charging between multiple electric vehicles and multiple ACD chargers can be provided based on an automatic charging device-underbody (ACD-U) in which an automatic power supply device is docked under an electric vehicle.

[0030] In addition, according to the present invention, it is possible to provide a charging sequence and charging process for each step for effective guiding, positioning, pairing, and wireless local area network (WLAN) association between multiple electric vehicles and multiple ACD chargers in a simultaneous multi-charging environment.

[0031] In addition, according to the present invention, in a simultaneous multi-charging environment between multiple electric vehicles and multiple chargers, a charging structure and an automatic charging algorithm based on a backbone network can be provided, thereby increasing service efficiency and improving user convenience for simultaneous multi-charging of electric mobility such as electric vehicles and autonomous vehicles.

[0032] FIG. 1 is a block diagram illustrating a charging structure for backbone network-based multi- (N to M) charging, including a device utilizing a simultaneous multi-charging method according to one embodiment of the present invention.

[0033] Fig. 2 is a block diagram showing details of a multi-charging structure based on the backbone network of Fig. 1.

[0034] FIG. 3 is a flowchart of a guiding sequence that can be employed in a simultaneous multiple charging method according to one embodiment of the present invention.

[0035] FIGS. 4A and 4B are flowcharts illustrating a guiding-pairing algorithm that can be employed in a simultaneous multi-charging method according to one embodiment of the present invention.

[0036] FIG. 5 is a flowchart illustrating an entire guide-pairing sequence that can be employed in a simultaneous multi-charging method according to one embodiment of the present invention.

[0037] FIG. 6 is a schematic block diagram of a device using a simultaneous multi-charging method according to another embodiment of the present invention.

[0038] Figure 7 is an exemplary diagram for explaining a multiple charging method of a comparative example.

[0039] FIG. 8 is an exemplary diagram illustrating an operating environment of a simultaneous multi-charging method according to one embodiment of the present invention.

[0040] FIG. 9 is an exemplary diagram illustrating another operating environment of a simultaneous multi-charging method according to one embodiment of the present invention.

[0041] FIGS. 10 to 14 are exemplary diagrams for explaining guide sequences that can be employed in a simultaneous multi-charging method according to one embodiment of the present invention.

[0042] FIGS. 15 to 17 are exemplary diagrams illustrating a positioning sequence that can be employed in a simultaneous multiple charging method according to one embodiment of the present invention.

[0043] FIGS. 18 and 19 are exemplary diagrams for explaining the introduction of a pairing sequence that can be employed in a simultaneous multi-charging method according to one embodiment of the present invention.

[0044] FIG. 20 is a conceptual block diagram of a device utilizing a simultaneous multi-charging method according to another embodiment of the present invention.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] 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.”

[0049] 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.

[0050] The terminology used in this application is only used to describe specific embodiments and is not intended to limit the present invention. The singular expression includes the plural expression unless the context clearly indicates otherwise. In this application, it should be understood that the terms "comprise" or "have" indicate the presence of a feature, number, step, operation, component, part, or combination thereof described in the specification, but do not exclude in advance the possibility of the presence or addition of one or more other features, numbers, steps, operations, components, parts, or combinations thereof.

[0051] 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.

[0052] 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 present invention, if necessary, and such technology will be described in this specification to the extent that it does not obscure the spirit of the present invention. However, in describing the composition of the present invention, a detailed description of technology known prior to the filing date of this application and clearly understandable to those skilled in the art may obscure the spirit of the present invention, and therefore, an overly detailed description of such known technology will be omitted.

[0053] For example, using mobile communication technologies such as Wi-Fi or 5G, but using communication technologies that operate in a single layer or a specific layer 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, may use technologies known prior to the filing of the present invention, and at least some of these known technologies may be applied as element technologies necessary for implementing the present invention. That is, the present invention does not intend to claim rights to known technologies, and the contents of known technologies may be included as a part of the present invention within a scope that does not deviate from the spirit of the present invention.

[0054] Some terms used in this specification are defined as follows:

[0055] An electric vehicle (EV) may refer to an automobile, as defined in 49 CFR (Code of Federal Regulations) 523.3, etc. An EV is capable of highway use and can be powered by electricity supplied by an onboard energy storage device, such as a rechargeable battery, from an external power source. Power sources may include residential or public power services, or generators powered by onboard fuel.

[0056] An electric vehicle (EV) can be referred to as an electric car, electric automobile, electric road vehicle (ERV), plug-in vehicle (PV), or plug-in vehicle (xEV). An xEV can also be referred to as or categorized as a plug-in all-electric vehicle (BEV), plug-in electric vehicle (PEV), hybrid electric vehicle (HEV), hybrid plug-in electric vehicle (HEV), or plug-in hybrid electric vehicle (PHEV).

[0057] 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 the use of a physical plug or socket. An EVSE may also be referred to simply as a charger.

[0058] A plug-in electric vehicle (PEV) can be referred to as an electric vehicle that recharges its onboard battery by connecting to the power grid.

[0059] 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).

[0060] 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 current from 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.

[0061] A wireless power charging system (WCS) may refer to a system for controlling wireless power transfer, alignment, and communication between a power supply device and an electric vehicle (EV) device. A wireless power charging system may refer to a system for controlling wireless power transfer communication between a ground assembly (GA), which is a type of power supply device, and a vehicle assembly (VA), which is a type of EV device.

[0062] Wireless power transfer (WPT) can refer to the transfer of electrical power from a power supply network, such as a utility or grid, to an electric vehicle through contactless means.

[0063] A utility provides electrical energy to electric vehicle charging stations or electric vehicles, typically encompassing a collection of systems including a customer information system (CIS), advanced metering infrastructure (AMI), and rates and revenue systems. Utilities enable plug-in electric vehicles to access energy through price lists or discrete events. Utilities can also provide information on measurement intervals for calculating charging costs, power usage, and other factors, as well as on the qualification of electric vehicle programs for plug-in electric vehicles.

[0064] Smart charging may refer to EVSE and / or electric vehicles (including plug-in hybrid electric vehicles) communicating with or using information from the electric power grid to optimize vehicle charge or discharge rates, grid capacity, or charging times.

[0065] Automatic charging can be defined as a charging operation that involves positioning a vehicle in a suitable location relative to a primary charger assembly capable of transmitting power, and charging via conductive or non-contact / inductive charging. Automatic charging can be performed after obtaining the necessary authentication and authorization.

[0066] Interoperability can refer to the state in which components within a system can work together to achieve the intended function of the entire system. For example, interoperability can include the standardization of features and technologies that ensure any brand of electric vehicle can charge seamlessly on a specific wireless charging pad.

[0067] Information interoperability can refer to the ability of two or more networks, systems, devices, hardware, communication protocols, applications, or components to share information securely and effectively and easily with little or no inconvenience to users.

[0068] An inductive charging system can refer to a system that transfers electromagnetic energy in the forward direction from a power network to an electric vehicle through a transformer-type structure in which the two components are loosely coupled or placed close together so that they do not touch. Furthermore, an inductive charging system can also include a system that transfers electromagnetic energy in the reverse direction from the electric vehicle to the power network. An inductive charging system can be used in conjunction with an electric vehicle charging system.

[0069] An inductive coupler may refer to at least a portion of a transformer formed by a primary device and a secondary device to transmit power through electrical insulation such as an air layer.

[0070] Inductive coupling can refer to the magnetic coupling between two coils. The two coils can refer to a pair of primary coils or ground assembly coils and secondary coils or vehicle assembly coils.

[0071] A ground assembly (GA) or supply power circuit (SPC) may refer to an assembly disposed on the primary / ground assembly or infrastructure side, including a primary / GA coil and other suitable components. The ground assembly may further include at least one component for controlling impedance and resonant frequency, ferrite for reinforcing a magnetic path, and electromagnetic shielding material. 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, distribution lines from the grid and filtering circuits between each unit, a housing, wiring therebetween, etc.

[0072] A vehicle assembly (VA) or electric vehicle power circuit (EVPC) may refer to an assembly placed in a vehicle, including a secondary / VA coil and other suitable components. The other suitable components may include at least one component for controlling impedance and resonant frequency, ferrite for strengthening the magnetic path, and electromagnetic shielding materials. For example, an EVPC or VA may include a rectifier / power converter, an EVPC / VA controller, and wiring for a vehicle battery, as well as wiring between each unit and filtering circuits, all of which are necessary to function as vehicle components of a wireless charging system.

[0073] 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.

[0074] The aforementioned GA may be referred to as a primary device (PD), a primary-side device, etc., and similarly, the VA may be referred to as a secondary device (SD), a secondary-side device, etc. In addition, the 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.

[0075] 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.

[0076] 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 may transfer power from the primary device to the electric vehicle. The secondary device may include a housing and all covers.

[0077] Supply power electronics refers to the power electronics system that supplies power and may be part of the SPC or GA that regulates the output power level to the primary / 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 of the SPC or GA.

[0078] The supply power electronics described above may include ground assembly electronics (GA electronics), a ground assembly controller (GA controller), or a primary device communication controller (PDCC), and the EV power electronics may include vehicle assembly electronics (VA electronics), a vehicle assembly controller (VA controller), or an electric vehicle communication controller (VA controller).

[0079] The magnetic gap may refer to the vertical distance between the highest plane of the upper part of the litz wire, a special wire within the pad for wireless power transmission, or the upper part of the magnetic material of the primary / GA coil, and the lowest plane of the lower part of the litz wire or the magnetic material of the secondary / VA coil when they are aligned with each other.

[0080] Ambient temperature may refer to the ground level temperature measured in the atmosphere of a target subsystem that is not directly exposed to sunlight.

[0081] Vehicle ground clearance can refer to the vertical distance between the road or pavement and the lowest part of the vehicle's floor pan.

[0082] 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 / VA coil mounted on the vehicle and the road pavement.

[0083] Secondary coil surface distance or 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 / VA coil and the lowest outer surface of the secondary / VA coil. This distance may include additional items packaged with protective covering material and coil packaging material.

[0084] 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 transmitting coil / transmitting coil, etc.

[0085] An exposed conductive component is an electrical device that can be touched by a person and that does not normally conduct electricity but may conduct electricity in the event of a fault, such as an exposed component of an electric vehicle that has good electrical conductivity.

[0086] A hazardous live component may refer to an active component or element that, under certain conditions, can cause a hazardous electric shock.

[0087] A live component, in its basic usage, can refer to a component or element in an electrical system that is energized and capable of conducting current. A live component can include any conductor or conductive component.

[0088] Direct contact can refer to a case where a living person comes into direct contact with a conductive part through which voltage is applied or electricity flows.

[0089] Indirect contact, as opposed to direct contact, may refer to a case where a person comes into contact with the external surface of a conductive part where voltage is induced or a current is leaking (see IEC 61140).

[0090] 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, alignment of a wireless power transfer system.

[0091] Pairing may refer to a procedure in which a vehicle (electric vehicle) is associated with a single dedicated ground assembly (primary device) arranged to transfer power. In this specification, pairing may include an association procedure between a GA controller of a charging spot, a specific SPC, or a ground assembly and a VA controller of an EVPC or a vehicle assembly. In addition, in this embodiment, pairing may further include an association procedure between communication controllers of multiple electric vehicles and communication controllers among multiple chargers in a simultaneous multi-charging environment.

[0092] Correlation / association may involve the process of establishing a relationship or establishing a communication connection between two peer communication entities in a network. Association may also be simply referred to as "connection." Furthermore, in this specification, "association" may be used to refer to the process of establishing wireless communication between an electric vehicle communication controller (EVCC) and a supply equipment communication controller (SECC) that controls the charging infrastructure.

[0093] 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.

[0094] High-level communications (HLC) can handle all information beyond that handled by command and control communications. Data links for HLC can use, but are not limited to, Wi-Fi, Bluetooth, Zigbee, LTE / 5G data links, V2X communications, or PLC (power line communication).

[0095] 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.

[0096] A service set identifier (SSID) is a unique name that identifies a network in a wireless network. The SSID can be up to 32 bytes or 32 characters long and is attached to the header of transmitted packets. The SSID identifies the basic service set (BSS), the basic unit of the network that a wireless device is attempting to connect to, such as the area associated with an access point (AP). In other words, the SSID essentially distinguishes multiple wireless LANs. Therefore, all 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 the BSS. Because the SSID appears in plaintext, it may not provide any security features to the network.

[0097] ESSID (extended SSID) is a concept related to SSID in Wi-Fi networks, indicating the name of the network you want to connect to. It's similar to SSID, but can be a more extended concept.

[0098] A Basic SSID (BSSID) is a unique address that identifies a specific AP in a Wi-Fi network. The BSSID is typically used to distinguish a specific BSS using the AP's MAC (media access control) address (48 bits). In an infrastructure BSS network, each AP device has its own BSSID, and client devices can connect to the network through a specific AP device based on the AP's BSSID. In an independent BSS network or ad hoc network, where Wi-Fi devices connect directly to each other and communicate without an AP, the BSSID can be generated with an arbitrary value and can serve to identify an independent BSS (IBSS) group.

[0099] A smart grid is a power network that intelligently manages power generation, transmission, and consumption using information and communication technology (ICT) and automation systems. A smart grid can refer to a system where power generation units (e.g., power plants) and energy storage systems are interconnected through a network of facilities that intelligently manage power production and consumption patterns, load control, and costs, and exchange messages based on ICT.

[0100] OEM (original equipment manufacturer) in this specification may refer to an electric vehicle manufacturer or a server operated by them, and may also refer to a top-level certificate authority (CA) that issues an OEM root certificate.

[0101] A charging station may refer to a facility that includes one or more EV supply equipment (EVSE), a smart meter, and other technical devices necessary for charging an electric vehicle (EV). The 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 be equipped with at least one wireless communication device. The 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. The EVSE may refer to a device that forms part of the charging station and supplies energy to the electric vehicle via an outlet, and may be connected to a smart meter to measure energy.

[0102] A 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 a charge point operator (CPO).

[0103] 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, or may 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 units (EVSE) using information and communication technology.

[0104] 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 a special type of mobility operator or implemented in a form integrated with a mobility operator.

[0105] A mobility operator (MO) may refer to an entity or service provider that has a contractual relationship with an end user or business regarding charging, authorization, and payment of electric vehicles at a charging station.

[0106] Terms similar to mobility operator include e-mobility provider (EMP), e-mobility service provider (eMSP), and mobility service provider (MSP).

[0107] A clearing house (CH) is an entity that handles cooperation between MOs, CSPs, and CSOs, and can refer to an object that acts as an intermediary to facilitate the authorization, billing, and settlement procedures for EV charging service roaming between two settlement entities or settlement parties.

[0108] 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.

[0109] A credential refers to information used to verify a user's identity or access rights. In this specification, a credential is a physical or digital asset representing the personal information of an EV or its owner. It may include cryptographic information used to verify identity, such as a password, a public / private key pair used in a public key cryptography algorithm, a public key certificate issued by a certification authority, and information related to a trusted root certification authority.

[0110] A certificate can refer to an electronic document that binds a public key to an ID through a digital signature.

[0111] 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.

[0112] Plug and Charge (PnC) can refer to a process in which authentication, authorization, load control, and payment are automatically performed by the electric vehicle itself, without any further user interaction, simply by plugging the electric vehicle into the electric vehicle power supply. Furthermore, PnC may further include identification and authorization modes for the aforementioned automated process. PnC can be performed, for example, by applying an X.509 certificate and verifying and transmitting a signature.

[0113] A public key infrastructure (PKI) can refer to a system for generating, storing, redistributing, and revoking digital signatures that are used to verify that a specific public key belongs to a specific person or entity.

[0114] An external identification means (EIM) can refer to any external means by which a driver can authenticate and authorize himself or herself for a charging session at a charging station. Examples of external identification means include cash payments, prepaid cards, credit cards, debit cards, near field communication (NFC), radio frequency identification (RFID), and short message service (SMS). EIM can be configured in two authentication modes, along with PnC.

[0115] A sales tariff can refer to a feature that provides pricing information, such as sales prices and rate structures over time. Specifically, it can refer to inputs provided by a mobility operator that enable the EV communication controller (EVCC) to calculate charging schedules. A sales tariff can be offered to incentivize EVs to charge within a specific time slot with a preferred amount of electricity. 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 vehicle operator using a contract certificate installed in the EV.

[0116] Additionally, a sales tariff system can refer to a concept intended to encourage the use of renewable energy sources, such as solar panels or wind turbines, by providing incentives for electric vehicles that charge during predictable times, such as when charging with renewable energy. In some cases, a sales tariff system may include not only electricity price information but also time slots associated with that price.

[0117] A secondary actor can refer to any third party or secondary actor involved in the charging process, other than an EVCC or SECC. A secondary actor can be involved in the charging process by providing information related to the charging process. Examples of secondary actors include charge point operators (CPOs) and mobility operators (MOs).

[0118] An e-mobility account identifier (eMAID / EMAID) can refer to a unique EV identifier that links a contract certificate to an EV owner's payment account. EMAID can refer to a single contract certificate issued for each contract (including legal contracts) 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 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 a single person can have an EMAID for each of multiple contracts, it can be used for purposes different from personal identification information.

[0119] In this specification, vehicle-to-grid (V2G) communication can be designed to comply with the ISO 15118 standard and correspond to the 7-layer Open Systems Interconnection (OSI). OSI (Open Systems Interconnection) can be a conceptual model for standardizing the communication functions of a communication or computing system, regardless of the underlying internal structure and technology.

[0120] According to the ISO 15118 standard, various information and communication technologies can be adopted and utilized to establish and implement charging and payment processes for electric vehicles. Specifically, while the present invention incorporates information and communication technology elements mapped to the OSI 7-layer model, its application-specific features are primarily addressed, as it provides a simultaneous multi-charging sequence and process for electric vehicles.

[0121] The V2G communication interface defined in the ISO 15118 standard can include digital, IP-based protocols. Communications between the electric vehicle (EV) and the electric vehicle power supply (EVSE), as well as between the electric vehicle power supply (EVCC) and the power supply communication controller (SECC), can be included within the V2G communication interface defined in the ISO 15118 standard.

[0122] 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 the need for separate user interaction.

[0123] Electric vehicles can be integrated into the smart grid to provide flexible load control and useful grid services while adapting to diverse driver habits without compromising on 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.

[0124] 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.

[0125] An automatic charging device (ACD) may be implemented based on the content specified in ISO 15118-2, ISO 15118-20, etc. to perform at least part of the charging process by controlling a robot or automated device using wireless communication. The automatic charging device may include an automated connection device.

[0126] ACD is proposed as types such as ACD-U (underbody), ACD-S (sidearm), or ACD-P (pantograph) 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 new ACD types may be added in the future as wired / wireless charging technology expands.

[0127] The ACD-U based simultaneous multi-charging method described below provides a step-by-step charging sequence and charging process for effective simultaneous guiding, positioning, pairing and wireless local area network (WLAN) association between multiple electric vehicles and multiple chargers in ACD charging communication of ISO 15118 via WLAN association.

[0128] The ACD-U based simultaneous multi-charging method can be configured to define additional VSE information parameters for the ACD-U. The VSE (vendor specific element) can refer to a data format that includes information about the types of EVSEs available at the current location in ISO 15118 based communication.

[0129] In this specification, the "charging sequence" may refer to the sequence of events occurring within the charging process for electric vehicle charging, such as guiding or guide-pairing, positioning, and pairing. Each event in the event sequence may also be expressed as a subsequence. Furthermore, the "charging process" may refer to the technical and / or physical procedures required for electric vehicle charging, as well as their operational methods.

[0130] For convenience, the term "electric vehicle (EV)" is used in the description of the vehicles below. However, the present invention can be applied to various types of electric mobility that can be driven using electric energy. In this context, "electric mobility" can be defined not only as mobility that runs solely on electric energy, but also as various types of hybrid electric mobility that can utilize other energy sources.

[0131] Even when targeting various electric mobility, expressions such as electric vehicle power supply equipment (EVSE) can conventionally refer to a device that supplies electric energy, and expressions such as electric vehicle communication controller (EVCC) can refer to a controller that performs electronic communication and control within electric mobility.

[0132] This embodiment describes a charging sequence and WLAN association method that can be used in a simultaneous multiple charging environment between multiple electric vehicles and multiple chargers. Simultaneous multiple charging may refer to a structure that enables multiple guiding, positioning, pairing, or charging procedures for multiple EVs and multiple ACDs. The following embodiment focuses on, but is not limited to, a backbone network-based simultaneous multiple charging structure.

[0133] 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.

[0134] FIG. 1 is a block diagram illustrating a charging structure for backbone network-based multi-charge (N to M) charging, including a device utilizing a simultaneous multi-charge method according to one embodiment of the present invention. FIG. 2 is a block diagram illustrating details of the backbone network-based multi-charge structure of FIG. 1.

[0135] Referring to FIGS. 1 and 2, a charging structure for simultaneous multi-charging includes a backbone network (110), electric vehicle supply equipment (EVSE, 120), an electric vehicle (EV, 130), and a guide unit installed in a parking site.

[0136] The backbone network (110) is connected to the EVSE (120) or EV (130) via the network, performs communication, and includes servers and applications (applications, apps) that are responsible for functions such as charging infrastructure, user information, charging communication, and authentication / authorization. The servers may include a driver server and an infrastructure server. The backbone network (110) may also be abbreviated as a "backbone server" that includes at least one of the components.

[0137] The backbone network (110) may include a charging station management system (CSMS, 111), an electric mobility service provider (eMSP, 113) that provides EV charging services and related digital services to users, a payment processor (115) including a server and / or application for payment, a user application (App(user), 117), and a vehicle application (App(vehicle), 119).

[0138] Here, each component of the backbone network (110) can be described in more detail. The CSMS (111) can include a server that controls the start and / or end of each step sequence of guiding, positioning, and pairing. The eMSP (113) can include a server that performs functions such as storing user information to provide EV charging services and related digital services. The payment processor (115) can include a server that processes charging fee payments and other billing-related services. The user application (117) is an application that can control EV charging through a personal device such as a driver's mobile phone. And the vehicle application (119) is an application on the EV side that allows the driver to control charging. Data transmission and reception between the CSMS (111) and eMSP (112) described above, and data transmission and reception between the eMSP (112), the vehicle application (117), and the user application (119) can be performed via web socket communication.

[0139] The EVSE (120) may include a first EVSE (EVSE 1) to a fifth EVSE (EVSE 5). The first EVSE to the fifth EVSE may be configured to communicate with each other through LF. Each EVSE of the EVSE (120) may include a low frequency ground unit (LF_GU, 122), a ground unit (GU, 124), and a supply equipment communication controller (supply equipment communication controller, 126) as shown in FIG. 2. This EVSE (120) may be referred to as a sixth EVSE to distinguish it from the first EVSE (EVSE 1) to the fifth EVSE (EVSE 5).

[0140] The LF_GU (122) is an LF transponder that generates an LF link (low frequency link) between an electric vehicle and an ACD charger. The LF_GU (122) can be used for short-range real-time ranging for WLAN association transfer and for verifying ACD charger and ACD charger matching in the ranging and pairing processes. The GU (124) is a ground device indicating an ACD structure on the infrastructure side. The GU (124) can be equipped with the LF_GU (122) and can be placed at a pre-designated location within a parking area. The SECC (126) is a charging control unit or communication controller on the ACD charger side. The operation of the SECC (126) can be based on the charging sequence of each of the international standards ISO 15118-2 and ISO 15118-20. The aforementioned LF_GU (122) and SECC (126) can be connected via a high speed (HS) CAN (controller area network) interface.

[0141] The EV (130) may include a first EV (EV 1) to a fifth EV (EV 5). Each EV of the EV (130) may be equipped with a low frequency vehicle unit (LF_VU, 132), a vehicle unit (VU, 134), an electric vehicle communication controller (EVCC, 136), and a guiding tag (guiding tag, 138), as shown in FIG. 2.

[0142] LF_VU (132) is an LF transponder that creates an LF link between an electric vehicle and an ACD charger. LF_VU (132) can be used for short-range real-time distance measurement for WLAN association transfer and for verification of ACD charger and ACD charger matching in the pairing process. VU (134) refers to a vehicle device that refers to an ACD structure on the EV side. VU (134) can have or be equipped with LF_VU (132) built into it and can be attached to the front or rear of the vehicle's underbody. EVCC (136) can be a charging controller or a communication controller on the EV side. The operation of EVCC (136) can be based on a charging sequence based on international standards ISO 15118-2 and ISO 15118-20. And the guide tag (138) forms an anchor and a UWB link within the UWB cell (ultra-wideband cell) of the infrastructure, and acts as a guide anchor and can be used for middle-distance real-time ranging. The aforementioned LF_VU (132) and EVCC (136) can be connected via a CAN FD (CAN with flexible data rate) communication interface.

[0143] The guide unit includes a guiding anchor (140) and a guiding server (150). As shown in FIG. 2, the guide anchor (140), which is a parking lot-side component, may be configured as an anchor set including four anchors for each unit parking area. The guide anchor (140) forms a UWB link with the guide tag (138). The anchor set may be referred to as a cell or a UWB cell. The guide server (150) is a server that controls cooperative control for long-middle distance real-time ranging. The aforementioned guide anchors (140) and the guide server (150) may be configured to communicate with each other via HS CAN.

[0144] In this embodiment, an ACD charger may mean a charger for an electric vehicle power supply equipment (EVSE), etc., which is a device that automatically connects to an electric vehicle or a charging system without manual operation to perform wired and / or wireless charging.

[0145] The LF_GU (122) and LF_VU (132) described above can be configured to communicate using low frequency (LF). The GU (124) and the VU (134) can be configured to communicate via a WiFi network that supports the standard protocol of IEEE 802.11. The SECC (126) and the EVCC (136) can be configured to communicate via a WiFi network that supports the ISO 15118-8 standard communication. The SECC (126) and the CSMS (111) can be configured to support web socket communication. The CSMS (111) and the guide server (150) can be configured to support web socket communication. The web socket can use the open charge point protocol (OCPP). The OCPP can include OCPP 1.6 or OCPP 2.0.1. And, the cell including the guide anchors (140) and the guide tag (138) can transmit and receive data using the UWB communication method.

[0146] In this embodiment, the backbone network (110a) can be implemented to further include guide units placed in a parking site in a broad sense (see FIG. 2).

[0147] FIG. 3 is a flowchart of a guiding sequence that can be employed in a simultaneous multiple charging method according to one embodiment of the present invention.

[0148] Referring to FIG. 3, a simultaneous multi-charging method based on a backbone network connects multiple electric vehicles and multiple ACD chargers in multiple pairs to perform simultaneous charging of multiple electric vehicles, and includes a charging triggering sequence, a guiding sequence, a pairing sequence, and a positioning sequence. The pairing sequence may refer to a guiding-pairing sequence. In addition, the simultaneous multi-charging method of the present embodiment may further include an error handling sequence for errors that do not meet preset conditions.

[0149] A device utilizing a simultaneous multiple charging method may be referred to simply as an 'SMCA', which stands for simultaneous multiple charging apparatus. The SCMA includes at least one of a user's web application (application_web, app_web) (310), an eMSP, a CSMS, a guiding server, a UWB infrastructure device (330), or a UWB electric vehicle device (350). The user may be referred to as a driver.

[0150] app_web (310) may refer to an application including a web interface or a web-based API-linked application. The UWB infrastructure device (330) may refer to a UWB device on the EVSE side or the backbone network side, such as a guide anchor. In addition, the UWB electric vehicle device (350) may refer to a UWB device on the electric vehicle side, such as a guide tag.

[0151] In this embodiment, the guidance sequence refers to a procedure for guiding a vehicle from the entrance of a charging station to an ACD charger or parking space. For this purpose, a UWB link can be established between the EV and the ACD charger. Information exchange for establishing the UWB link can be performed via a backbone server. Therefore, the necessary components and infrastructure / EV information can be assumed to be known values, and the guidance procedure can be performed based on this. This guidance sequence is compatible with both driver-driven and integrated autonomous driving scenarios.

[0152] To initiate a guidance sequence, a manual trigger from the driver or an automatic guidance trigger by autonomous driving is required. The SMCA of this embodiment can be configured to perform the guidance trigger function based on input or detection of any of the following signals or events.

[0153] - Manual signaling by the driver via an application (abbreviated as 'app') on the personal communication device.

[0154] - Manual signaling of EV through EV-equipped app

[0155] - Automatic signaling by backbone servers

[0156] - Automatic signal by autonomous driving controller

[0157] Upon receiving one of the aforementioned guidance trigger signals, the backbone server or CSMS can automatically initiate a guidance sequence to monitor the real-time location of the EV relative to the ACD charger(s) within the charging station. Similarly, the driver can monitor the real-time location of the EV relative to the ACD charger(s) within the charging station via a vehicle terminal or user terminal connected to the backbone server or CSMS. A charging station refers to a location where multiple ACD chargers are deployed, and may include public and / or commercial charging stations.

[0158] In the simultaneous multi-charging environment of this embodiment, when the SMCA components are powered on, App_web (310) and the eMSP can perform web socket communication. Furthermore, the eMSP and CSMS are connected via a RESTful API and can operate independently. A RESTful API refers to a web API that follows the REST (representational state transfer) principle.

[0159] When a user's (let's call it 'user_1') electric vehicle (let's call it 'EV1') enters the service area of ​​a charging station, the CSMS can guide EV1 based on user information obtained from the eMSP that stores user information.

[0160] Specific examples of the guide sequence are as follows: 1. to 8.

[0161] 1. The user can directly select an ACD charger via the terminal (S310). The selected ACD charger may be, for example, a third SECC (SECC_3).

[0162] 2. The application (App) installed on the terminal can transmit the user identifier (USER ID) and the number or identifier of the selected SECC to the eMSP (S320).

[0163] That is, when a user selects a specific SECC, for example, a third SECC (SECC_3), from a communication terminal installed in an electric vehicle or a mobile device, the application app_web (310) of the communication terminal or vehicle can transmit user information (user_info) to the eMSP. The user information (hereinafter, “basic user information”) may include a user identifier (user_1_ID) and a third SECC identifier (SECC_3_ID).

[0164] 3. The eMSP can transmit pre-stored user information to the CSMS based on basic user information (S330). The pre-stored user information may include the necessary configuration for UWB guidance and encrypted personal information.

[0165] That is, the following data included in the user information can be transmitted from the eMSP to the CSMS:

[0166] - EVID (electric vehicle identification number): EVID can be used to identify a vehicle and find information related to that vehicle.

[0167] - EVCC ID: The EVCC ID is one of the vehicle-specific pieces of information. This information can be used during the SECC and WLAN connection stages during pairing.

[0168] - UWB EV ID: The UWB EV ID can be the ID of the EV-side UWB tag that communicates with the infrastructure-side UWB anchor. This information is transmitted to the guiding server so that the cells of the guiding anchors (abbreviated as 'anchor cells') can know in advance which guiding tag they are communicating with.

[0169] - LF EV ID: The LF EV ID can be the ID of the EV-side LF transponder that communicates with the infrastructure-side LF transponder. This information is transmitted to the SECC so that the EV-side LF transponder knows which LF antenna to transmit the information to.

[0170] 4. CSMS can receive information (user information) transmitted from eMSP in the third (3.) step above (S330).

[0171] 5. The CSMS can transmit user information to the guiding server (S340). If the received user information is verified or compared with previously stored information and an event requiring user information update for EV charging occurs, the guiding server can control the CSMS to trigger a guiding sequence. To this end, the guiding server can transmit a signal or message (OnUserDataUpdata(True)) to the CSMS for updating the status of the EV or its user data (S342).

[0172] 6. When the guiding sequence is triggered (Status="Guiding Start"), the CSMS can start EV guiding by sending a GuidingStatusReq message to the guiding server.

[0173] - The guide status request message may include a UWB EV ID (e.g., "UWB_EV1_ID") in an SP0 (service packet optimization or secure packet optimization) packet. The UWB EV ID may be expressed as an EV UWB ID. The SPO packet may refer to a packet that handles status requests and responses between a vehicle and an ACD charger in a UWB-based guiding system.

[0174] - The guide server can verify the transmitted UWB EV ID. If successfully verified, the guide server can communicate with the infrastructure anchor to proceed with guidance and send a Guiding Status Response (GuidingStatusRes) message to the CSMS (S352). The guide server can include "Start," the progress status of the current guidance sequence, in the Guiding Status Response message and send it to the CSMS. The infrastructure anchor corresponds to the guide anchor. The progress status of the guidance sequence can include any one of the status information of start, processing, and end.

[0175] - The infrastructure-side UWB device (UWB_infra, 330) can start guiding with the EV-side UWB device (UWB_EV, 350) according to the progress of the guiding sequence of the guide server (guiding start, S360). That is, the guide server controls the operation of the infrastructure-side UWB device (330), and the infrastructure-side UWB device (300) can cooperate with the EV-side UWB device to guide the EV to a specific parking area.

[0176] 7. Similar to step 6 above, the CSMS can send a Guiding Status Request (GuidingStatusReq) message with the same UWB EV ID to the guide server (S370), and receive a response message containing “processing” information about if ranging is in progress from the guide server (S372).

[0177] - The infrastructure-side UWB device (UWB_infra, 330) can perform guiding processing (guiding process, S380) with the EV-side UWB device (UWB_EV, 350) according to the progress status of the current guiding sequence of the guide server, “processing”.

[0178] 8. When a certain threshold is reached during continuous ranging, the guide server can request the end of the guide sequence by sending a response message (S390) of the guide status request message (S392) to the CSMS, including “End”.

[0179] - When the guiding sequence is completed (guiding complete), the guiding server can send a status message (OnGuidingComplete(True)) regarding the completion of the guiding sequence to the CSMS (S395).

[0180] Once the guide sequence is complete, the pairing process can begin. If an error occurs, the charging sequence can enter a reset or restart phase to address the error.

[0181]

[0182] The following examples provide a detailed description of the pairing mechanism and error handling in cases where pairing fails or conditions are not met. After guiding is completed based on the UWB link between the EV and the ACD charger, the pairing process begins between the EVCC of the EV and the SECC of the ACD charger. Pairing reliability can be ensured through two conditions: comparison of the EVCC ID (EVCCID) and distance comparison.

[0183] For EVCCID comparison, the access point (AP) maintains a list of known MAC addresses of multiple EVCCs to which it can connect. The AP can only allow connections for EVCCIDs included in this list.

[0184] For distance comparison, the CSMS can provide the EVSE with information about the nearest ACD charger using the UWB guiding results. For mid- to long-range UWB distance measurements, measurements can be made with an error range of up to 1 meter. Therefore, LF short-range ranging can be integrated. Furthermore, if the closest ACD charger identified in the guiding results matches the LF ranging results, the CSMS can verify that the UWB ranging results match the guiding results.

[0185] Scanning can be divided into active scanning and passive scanning. Passive scanning may involve an access point (AP) continuously and periodically broadcasting beacon frames near a station (STA). These beacon frames may overlap with frames from other APs, which may cause frequency interference and complicate the pairing process. Therefore, this embodiment utilizes active scanning. Active scanning may refer to a method in which a station or EV actively searches for available ACD chargers by sending a probe request message to the ACD charger or AP to which it wishes to connect.

[0186] This active scanning approach not only reduces the wireless interference issues associated with passive scanning, but also allows for faster connections by allowing STAs to specify the AP they wish to connect to. Consequently, this can provide EV drivers with reduced latency for WLAN association.

[0187] The pairing algorithm described above is explained with reference to FIGS. 4a, 4b, and 5.

[0188] FIGS. 4A and 4B are flowcharts illustrating a guiding-pairing algorithm that can be employed in a simultaneous multi-charging method according to one embodiment of the present invention.

[0189] In this embodiment, the simultaneous multi-charging method is configured to perform a pairing (guide-pairing) procedure in which a specific EV and a specific ACD charger among a plurality of electric vehicles and a plurality of ACD chargers exchange signals or data necessary to perform a guide sequence.

[0190] In a simultaneous multi-charging method, the SECC transmits LF bursts to guide the EV. The SECC may be a communication controller within the ACD charger. The EV moves along the UWB guidance. The CSMS determines the most appropriate SECC. The EVCC establishes a WLAN association with the SECC. The SECC compares and verifies the LF and UWB authentication data. If they match, pairing is completed. If they do not, pairing is retried, or the SECC switches to another SECC according to a preset sequence.

[0191] Referring to FIGS. 4a and 4b for more detailed explanation, after guiding is complete, the CSMS transmits pairing actor information (Pairing_Actor_info) to SECC1, SECC2, SECC3, SECC4, SECC 5, etc., which are respectively equipped in multiple ACD chargers, via websocket communication (S410). The pairing actor information may include EV ID, EVCC ID, and LF EV ID as information on the EV (i.e., EV1) that has entered the charging station to use the current charging service.

[0192] SECC2, SECC3, and SECC4 can each transmit LF bursts and perform LF verification and EV positioning (S412). LF verification requests and responses may include LF EV IDs and SECC IDs. This process can generate UWB-based guiding results.

[0193] Next, EV1 can move toward a specific SECC (i.e., SECC3) (S414).

[0194] When EV1 moves toward SECC3, SECC2, SECC3, and SECC4 can each calculate the distance and direction to EV1 based on the LF authentication and UWB guidance signals (S416). The LF authentication and UWB guidance signals can include LF guidance information (LF_Guiding_Info). The LF guidance information can include distance, direction, and SESS number.

[0195] Next, the CSMS can check the UWB guiding result, check the LF guiding result, and determine whether the UWB guiding result is substantially identical to the LF guiding result (S420). The CSMS can analyze the UWB guiding result and the LF guiding result to determine or select the optimal SECC. In this embodiment, the CSMS can select SECC3 for charging service for EV1 at a specific point in time.

[0196] Next, the CSMS can verify the MAC address of SECC3 and the MAC address of EVCC1. The CSMS can add the MAC address of EVCC1 to a list (S422). The list may refer to a connection permission list, a connection permission EVCC list, etc. In this case, EVCC1 may be permitted to connect to SECC3 via the AP.

[0197] Next, EVCC1 may attempt to connect to SECC3 by sending a ProbeReq message (S424). The ProbeReq message may include the EVCC ID (EVCC_1_ID).

[0198] Next, SECC3 can determine whether the EVCC1 ID (EVCC_1_ID) requesting the connection is in the connection permit list (S430).

[0199] If the EVCC1 ID is not in the connection allow list, for example, if the MAC address does not match, SECC3 may display an AP connection failed message (S432).

[0200] After the EVCC1 ID is in the connection allow list or an AP connection failure message is displayed, SECC3 may send a Probe Response message to EVCC1 (S434). The information included in the Probe Response message when the EVCC1 ID is in the connection allow list may be different from the information included in the Probe Response message after an AP connection failure message is displayed.

[0201] Next, after confirming that the EVCC1 ID is in the connection allowance list and transmitting a probe response message to EVCC1, SECC3 transmits an association request (AssociationReq) message to EVCC1 (S436) and receives an association response (AssociationRes) message from EVCC1 (S438). A wireless LAN association (WLAN association) can be established with EVCC1 (S440).

[0202] If the wireless LAN connection is successful, SECC3 can stop transmitting LF authentication signals (S450). At this time, other SECCs (SECC1, 2, 4, 5) can remain in a standby state while waiting for another EV (EV2) (S460).

[0203] Through the aforementioned process, pairing between the EVCC of a specific EV and the SECC of a specific ACD charger can be completed. Once pairing is complete, SECC3 can compare the UWB guiding value with the LF authentication result to confirm that it is connected to the correct EVCC (EVCC1).

[0204] Meanwhile, if the EVCC1 ID is not in the connection allow list or the MAC address of EVCC1 does not match, SECC3 displays the message "AP Connection Failed" and resends the probe request message. If the retry fails, it can switch to another SECC to attempt a connection.

[0205] FIG. 5 is a flowchart illustrating an entire guiding-pairing sequence that can be employed in a simultaneous multi-charging method according to one embodiment of the present invention.

[0206] A device (abbreviated as 'SMCA') utilizing the simultaneous multi-charging method of the present embodiment may include at least one or more of a CSMS, a guiding server, an infrastructure UWB device (UWB_Infra), an EV UWB device (UWB_EV), an LF pad (LF_PAD), an LF EV (LF_EV), a first SECC (SECC_1) to a fifth SECC (SECC_5), a first EVCD (EVCC_1), a second EVCC (EVCC_2), etc., included in an EV, ACD charger, or backbone network.

[0207] A brief example of the entire guide-pairing sequence that can be employed in the simultaneous multi-charging method is as follows: 1. to 5.

[0208] 1. The CSMS stores user information and / or vehicle information related to user information received from the eMSP. When a pairing completion event occurs, it can be transmitted to all ACDs in the parking lot via a pre-built communication network. Here, "guide-pairing" refers to pairing for EV guidance, which can be distinguished from pairing for EV charging. "Guide-pairing" can also be simply referred to as "pairing."

[0209] 2. The SECC controls the LF transponder and can broadcast LF bursts containing LF EV ID modulation information. LF bursts are signal packets transmitted periodically for a short period of time in the low-frequency band.

[0210] 3. Multiple EVCCs (LF EV transponders) within the LF communication range can respond to the LF burst and initiate the ranging process. Multiple EVCCs can return distance and SECC number information to the SECC.

[0211] 4. Using the method mentioned in steps 1 to 3 above, you can select the nearest ACD, and the pairing process can begin after this step.

[0212] 5. WLAN connection between SECC and EVCC can be performed using active scanning.

[0213] Referring to Fig. 5, when EV1 enters the parking lot of a charging station providing simultaneous multi-charging service, the pairing sequence between EV1 and SECC3 is exemplified in more detail as follows.

[0214] Assume that the guiding process has already been completed and EV1 is positioned in front of the parking line in the parking lot.

[0215] When the pairing sequence begins, the CSMS can transmit pairing actor information (Pairing_Actor_Info) to multiple SECCs (SECC_2, SECC3, SECC_4) surrounding EV1 (S510). The pairing actor information can include EV ID, EVCC ID, and EV-side LF information (LF EV).

[0216] Each of the multiple SECCs (SECC_2, SECC3, SECC_4) can transmit an LF verification (LF_Verification) message to the first EVCC of EV1 based on pairing participant information (S520). The LF verification message can include an LF EV ID.

[0217] Additionally, each of the multiple SECCs (SECC_2, SECC3, SECC_4) can transmit an LF Guiding Information (LF_Guiding_Info) message to the CSMS (S530). The LF Guiding Information can include the distance from each SECC to EV1, the direction, and each SECC number or identifier.

[0218] Next, the CSMS may transmit a station list (STA_list) of nearby stations to a specific SECC (e.g., SECC_3) selected based on the LF guide information (S540). The station list may include information about the third SECC (SECC_3) and the first EVCC (EVCC_1).

[0219] Next, the CSMS, the third SECC, or the first EVCC can identify the nearest GU (SECC_3) and complete verification (S550). The third SECC or the first EVCC can use the LF sensor of EV1 to determine the distance between the LF pad (LF_PAD) and the LF EV (LF_EV) (S552). The third SECC or the first EVCC can compare the SECC selected by the driver through the application with the SECC for which guiding has been completed (S554). If the third SECC is the shortest distance and is the same as the SECC selected by the user through the app (S556), the third SECC or the first EVCC can initiate the WLAN connection sequence (S558).

[0220] When the WLAN connection sequence starts, the first EVCC may transmit a probe request (ProbeReq) message to the third SECC (S560) and receive a probe response (ProbeRes) message from the third SECC (S562). The probe request message may include an EVCC ID.

[0221] Next, the third SECC can receive an association request (AssociationReq) message from the first EVCC (S570) and transmit an association response (AssociationRes) message to the first EVCC (S572).

[0222] Through the aforementioned process, a WLAN connection can be established between the first EVCC and the third SECC (S580). Once the WLAN connection is established, pairing can be completed. Then, the positioning sequence can begin.

[0223] FIG. 6 is a schematic block diagram of a device using a simultaneous multi-charging method according to another embodiment of the present invention.

[0224] Referring to FIG. 6, a device utilizing a simultaneous multi-charging method may include a guide server (600). The guide server (600) may be coupled to at least one of an electric vehicle power supply unit (EVSE), an automatic EVSE, a grounding device, or an SECC, and may be arranged in the form of a means for performing the corresponding function or a component for performing a function corresponding to such means.

[0225] The guide server (600) may include a transceiver (610), a guiding processing unit (620), and a positioning processing unit (630).

[0226] The transceiver (610) can receive a guide status request message from the CSMS of the backbone network. The transceiver (610) can correspond to a transceiver device described below.

[0227] The guide processing unit (620) can start guiding an electric vehicle that has entered a charging station based on the UWB (ultra-wideband) EV ID (identifier) ​​in the guide status request message, and guide the electric vehicle to the front of a parking area where an ACD (automatic charging device) charger is installed.

[0228] The positioning processing unit (630) can position electric mobility on the automatic power supply device of an ACD charger within a parking area. The automatic power supply device can correspond to an automatic EVSE (aEVSE).

[0229] The aforementioned guide processing unit (620) and positioning processing unit (630) may be mounted on at least one processor or controller in the form of software commands or software modules. That is, the guide processing unit (620) and positioning processing unit (630) may be mounted as at least a portion of a functional unit or component of a processor or controller.

[0230] The following description provides a method for automatically guiding and positioning an electric vehicle (EV) relative to an ACD-U to enable pairing between the ACD-U and the EV.

[0231] The present invention differs from prior art techniques that manually connect electric vehicles to designated ACD charging devices at a charging station with multiple charging spots. In a simultaneous multi-charging scenario according to an embodiment of the present invention, multiple electric vehicles can be automatically connected to designated charging devices. The simultaneous multi-charging scenario can be implemented by performing the main steps of standby, guiding, positioning, and pairing in the order described.

[0232] Actors involved in a simultaneous multi-charging scenario may include EVSE, aEVSE (automatic EVSE), P2PS guiding device, P2PS positioning device, AOS (ACD onboard system), CSMS, eMSP, and guiding server.

[0233] Participants, including the guide server, P2PS guide device, CSMS, and eMSP, can perform guiding and positioning procedures by sharing messages containing information such as the electric vehicle's coordinates. Positioning can refer to the process of precisely aligning the electric vehicle with the ACD-U for easy docking.

[0234] At least one of the participants may be configured to guide the electric vehicle toward an intended parking space (e.g., parking space 3) and then align the electric vehicle to a desired location within the parking space through precise positioning, and initiate a pairing procedure when the comparison results between the guidance result and the positioning result are identical.

[0235] In the following example, a process in which an electric vehicle (hereinafter referred to as "EV1"), a target for simultaneous multi-charging, parks at a charging device or charging spot and performs pairing may be exemplarily illustrated. Upon entering a charging station, the target vehicle (EV) may be guided by multiple P2PS guiding devices within the charging station and directed to the third parking area (P3), which is the intended parking space.

[0236] Figure 7 is an exemplary diagram for explaining a multiple charging method of a comparative example.

[0237] Referring to FIG. 7, the multiple charging method of the comparative example is configured to provide charging services to multiple electric vehicles (710, 720) in an electric vehicle charging environment equipped with multiple chargers (S#1, S#2, S#3, S#4) placed near multiple parking areas (P1, P2, P3, P4) of a charging station.

[0238] Each of the multiple electric vehicles (710, 720) is parked in a desired parking space by the driver. The driver can charge his or her electric vehicle by manually connecting the vehicle connector of the charging cable connected to the desired charger to the vehicle inlet.

[0239] In this way, the multi-charging method of the comparative example can be included in the category of multi-charging in which each of a plurality of electric vehicles (710, 720) is charged through manual connection by the driver in the parking area of ​​the charger designated by the driver, but it is difficult to perform simultaneous multi-charging.

[0240] Here, simultaneous multi-charging refers to a method of automatically guiding, positioning, and pairing a vehicle with an ACD-U. Simultaneous multi-charging requires infrastructure (configuration), guidance methods, positioning methods, and pairing methods.

[0241] Fig. 8 is an exemplary diagram illustrating an operating environment of a simultaneous multi-charging method according to one embodiment of the present invention. Fig. 9 is an exemplary diagram illustrating another operating environment of a simultaneous multi-charging method according to one embodiment of the present invention.

[0242] Referring to FIGS. 8 and 9, a simultaneous multi-charging method is configured to enable multiple electric vehicles (EV1, EV2, EV3) to charge through designated ACD chargers (S#1, #1, S#2, S#3, S#4) without collision in a relatively large charging infrastructure. Each of the ACD chargers has pads installed in each of the parking areas (P1, P2, P3, P4). Infrastructure-side sensors, such as infrastructure UWB sensors (UWB infra #1, #2, #3, #4), can be placed in designated spaces of the charging station or around the parking areas (P1, P2, P3, P4).

[0243] Automatic EVSE selection in simultaneous multi-charging schemes can be implemented by either obtaining information generated when the driver manually selects a parking space through an application within the in-vehicle infotainment (IVI) system or a mobile device, or by automatically identifying the driver's intended parking space using guiding technology. The IVI system may also be referred to as an IVI system.

[0244] Below, the infrastructure (configuration), guide method, positioning method, pairing method, etc. for performing simultaneous multi-charging of this embodiment are specifically described by way of example.

[0245] The infrastructure that performs simultaneous multi-charging (simultaneous multi-charging infrastructure) may include, as actors of the configuration for simultaneous multi-charging, a charging station management system (CSMS), an e-mobility service provider (eMSP), and a guiding server that manages a guiding function.

[0246] Additionally, the infrastructure may include, as participants, an EV supply equipment (EVSE), an automatic EVSE, P2PS guiding for guiding the infrastructure and each of the EVs, P2PS positioning for positioning the infrastructure and each of the EVs, a supply equipment communication controller (SECC), an electric vehicle communication controller (EVCC), an ACD onboard system (AOS), etc. P2PS guiding and P2PS positioning may be referred to as a P2PS guiding device and a P2PS positioning device, respectively.

[0247] P2PS (peer to peer signaling) is one of the communication methods that uses low frequency (LF) magnetic field signals and / or low power excitation (LPE) magnetic field signals.

[0248] FIGS. 10 to 14 are exemplary diagrams for explaining guide sequences that can be employed in a simultaneous multi-charging method according to one embodiment of the present invention.

[0249] Referring to FIG. 10, the infrastructure including the charging station may perform a guide sequence that guides multiple vehicles entering the charging station toward a specific parking space. In other words, the guide sequence may mean guiding an EV that has passed the guide line of the charging station and entered the charging station toward a designated / intended parking space.

[0250] The present embodiment provides a simultaneous multi-charging method in which multiple electric vehicles are simultaneously charged at multiple chargers.

[0251] Referring to FIG. 11, an application (App) on a first electric vehicle (EV1) equipped with an IVI can transmit SECC information (SECC info) to EVCC1 within the EV1 (S112). The SECC information may include a SECC ID, e.g., an identifier (SECC_3_ID) of the third SECC, to guide the EV1 to the third parking space (P3). In this case, the third SECC may be the SECC of a third EVSE installed in a parking space selected by the EV1 user or designated / determined by the infrastructure.

[0252] Additionally, the EV1 application can transmit user information (User Info) to the eMSP (S114). The user information may include a user ID (e.g., User_1_ID) and SECC ID as basic user information or primary user information.

[0253] Next, the eMSP can transmit user information to the guiding server (S116). At this time, the user information is different from the basic user information. The user information is for guiding EV1 and may include the EV1's EV ID, EVCC ID, previously acquired SECC ID, P2PS guiding EV ID, and P2PS positioning EV / AOS ID. This user information may be referred to as guiding user information or secondary user information.

[0254] Next, the eMSP can transmit the second user information to the third SECC (S118).

[0255] Then, the guide server and CSMS perform P2PS communication with the P2PS guiding device of EV1 confirmed based on the second user information, and can guide EV1 to the third parking area (P3) where the third SECC is installed (see Fig. 13).

[0256] Meanwhile, the guide sequence for the EV1 guide of the present embodiment may further include a beacon-based guide procedure that can be optionally used in place of the guide procedure described with reference to FIG. 11.

[0257] Referring to FIG. 12, an EV (e.g., 'EV1') that has entered the charging station by passing the guide line of the charging station can transmit a P2PS beacon to the charging station / infrastructure-side P2PS guiding device through the EV-side P2PS guiding device mounted on EV1 (S122). The P2PS beacon can be configured to transmit a broadcast signal at a specific interval, but is not limited thereto. The P2PS beacon can include an EVCC ID (e.g., EVCC_1_ID), which is an identifier of the first EVCC mounted on EV1.

[0258] P2PS beacons support direct device-to-device communication without a central server, and can be utilized for vehicle-to-charger (V2G), vehicle-to-vehicle (V2V), and vehicle-to-infrastructure (V2I) communications. P2PS beacons can be used to measure the distance to a charger or EV through UWB-based distance measurement, or to precisely measure short-range distances when used with LF signals. P2PS beacons can also be used to perform automatic pairing and authentication between EV1 and ACD chargers, and to check the availability of parking spaces and charging stations in real time. Furthermore, P2PS beacons can be used, as in the present embodiment, to automatically search for chargers or parking spaces when an EV enters a charging station.

[0259] Next, the infrastructure-side P2PS guiding device can verify the EVCC ID. To this end, the infrastructure-side P2PS guiding device can transmit the EVCC ID to a guiding server (S124).

[0260] Next, the guide server can transmit EVCC information including the EVCC ID to the CSMS (S126).

[0261] Then, based on the P2PS signal or P2PS beacon transmitted from the EV-side P2PS guiding device according to the movement of EV1, the guide server and CSMS connected to the infrastructure-side P2PS guiding device can share data through websocket communication and guide the EV (see Fig. 13).

[0262] According to the configuration of this embodiment, EVCC information is transmitted from the EV-side P2PS guiding device to the CSMS via the P2PS beacon, so that the CSMS can recognize EV1 attempting to charge and, in cooperation with the guide server, guide EV1 to a designated parking area or a parking space in which a designated SECC is installed.

[0263] The EV-side P2PS guiding device described above may be referred to as a first P2PS guiding device, and the infrastructure-side P2PS guiding device may be referred to as a second P2PS guiding device.

[0264] Meanwhile, in order to guide EV1 toward a designated parking area or a parking space where a designated SECC is installed, the first P2PS guiding device and / or the second P2PS guiding device can measure the distance and direction at the measurement time based on the P2PS signal that changes according to the movement of EV1, as shown in Fig. 13 (S130, S132, S134, S136). The distance measurement (raining) result can be transmitted from the second P2PS guiding device to the guide server.

[0265] The distance measurement result may include information for updating the guiding coordinates. The guiding coordinate update (Update_Guiding_Coord) information may include the X-coordinate, Y-coordinate, and EVCC ID.

[0266] The guide server and / or CSMS may have a two-dimensional map of the service area of ​​the charging station, and may identify the location of the EV1 based on the locations of the second P2PS guiding devices designated on the two-dimensional map, and guide the movement of the EV1.

[0267] After performing some of the aforementioned guiding procedures, the guide server may transmit guide coordinate update (Update_Guiding_Coord) information to the second P2PS guiding device as illustrated in FIG. 14 (S140). At this time, the guide server may transmit the guide coordinate update information to the CSMS and eMSP, respectively.

[0268] Next, when the guide sequence is completed, the guide server can transmit an event result for guiding completion to the CSMS and eMSP, respectively (S142, S144).

[0269] Next, the eMSP can transmit the event result to the IVI of EV1 (S146). The IVI can then transmit SECC information (SECC Info) to the EVCC of EV1. The SECC information may include an identifier for the target third SECC (SECC_3_ID).

[0270] According to this embodiment, an EV that has exceeded the charging station's guideline can be automatically guided to a parking space equipped with a designated SECC according to a guidance sequence. This guidance sequence can be performed simultaneously for multiple electric vehicles.

[0271] FIGS. 15 to 17 are exemplary diagrams illustrating a positioning sequence that can be employed in a simultaneous multiple charging method according to one embodiment of the present invention.

[0272] Referring to FIG. 15, the positioning sequence refers to aligning the ACD-U so that the LF device (LF_EV) of the EV and the LF device (LF_PAD) of the infrastructure-side PAD dock with each other after a guiding procedure. For this purpose, the EV (150) can be precisely moved to a desired location within the third parking area (P3).

[0273] The positioning process may include coordinate information used, and / or operations of various auxiliary devices supporting positioning. For example, within the third parking lot (P3), the frequency source, EVSE, and the ACD device functioning as the vehicle's frequency source each have different location information, and thus, the vehicle's location and direction information can be precisely recognized using these. Precise positioning can be performed based on the precisely recognized vehicle location and direction information. The recognized vehicle location and direction information may include vehicle location and direction information for the EVSE or the ACD device on the EVSE side.

[0274] Referring to FIG. 16, in order to move the EV to a desired location in the third parking area (P3), the P2PS positioning device of the EV / AOS may transmit a P2PS verification message to an automatic EVSE (aEVSE) having a pad-shaped appearance and installed within the third parking area (P3) (S162). The P2PS positioning device of the EV / AOS may be referred to as a first P2PS positioning device. The P2PS verification message may include the ID of the first P2PS positioning device.

[0275] Additionally, the first P2PS positioning device can perform automatic ranging with the EVSE based on the P2PS signal along with transmission of the P2PS verification message (S162).

[0276] The automatic EVSE can transmit coordinate information obtained through the P2PS verification message to the third SECC of the ACD charger installed in the third parking area (P3) (S164).

[0277] The third SECC may transmit a positioning coordinate update message containing coordinate information to the eMSP (S166). The coordinate information or positioning coordinate update message may include an X-coordinate, a Y-coordinate, and an EVCC ID.

[0278] Once positioning is complete, the third SECC may transmit a status message (e.g., OnPositioningComplete) indicating positioning completion to the CSMS and eMSP (S172), as illustrated in FIG. 17. The status message indicating positioning completion may include an EVCC ID and a SECC ID.

[0279] The eMSP can transmit event results (Event(Results)) to the EV1's IVI or application (S174). The event results may include positioning results. The positioning results may include the EVCC ID and SECC ID.

[0280] The IVI or application of EV1 can transmit SECC information (SECC Info) to the EVCC (EVCC_1) of EV1 (S176). The SECC information may include a third SECC ID (SECC_3_ID).

[0281] According to this embodiment, the first P2PS positioning device performs automatic ranging with the EVSE along with P2PS verification based on the P2PS signal, transmits the coordinate information obtained thereby to the third SECC of the ACD charger installed in the third parking area (P3), and the third SECC transmits a positioning coordinate update message including the coordinate information to the eMSP, thereby performing positioning of EV1.

[0282] FIGS. 18 and 19 are exemplary diagrams for explaining the introduction of a pairing sequence that can be employed in a simultaneous multi-charging method according to one embodiment of the present invention.

[0283] Referring to FIG. 18, after the guiding procedure and the positioning procedure, in order to pair the selected SECC and EVCC, the EV or EVSE can determine whether the guiding result and the positioning result are the same.

[0284] If the guiding result guided the EV to the third parking area (P3) and the positioning result positioned the EV in the fifth parking area (P5), the guiding result and the positioning result are not the same, so the EV or EVSE may proceed to the error processing step without proceeding to the pairing sequence.

[0285] Meanwhile, as shown in Fig. 19, if the guiding result guided the EV to the third parking area (P3) and the positioning result positioned the EV in the third parking area (P3), then since the guiding result and the positioning result are identical, the EV or EVSE can initiate a pairing procedure between them based on the SECC ID and EVCC ID already known through the guiding result and the positioning result. The pairing procedure can be set according to the ISO 15118-8 standard.

[0286] At least a portion of the process of the simultaneous multi-charging method or the charging communication method for the method according to an embodiment of the present invention may be executed by a computing system. The computing system may be a type of device utilizing the simultaneous multi-charging method.

[0287] FIG. 20 is a conceptual block diagram of a device utilizing a simultaneous multi-charging method according to another embodiment of the present invention.

[0288] Referring to FIG. 20, a computing system (2000), which is a type of device utilizing a simultaneous multi-charging method, may include at least one processor (processor, 2010) and a memory (memory, 2020) that stores instructions for instructing at least one processor (2010) to perform at least one step. The computing system (2000) may further include at least one of a transmission / reception device (2030), an input interface device (2040), an output interface device (2050), or a storage device (2060). The components of the computing system (2000) may be connected to each other by a common bus (bus, 2070) or may be connected to the processor (2010) by a dedicated bus to communicate with each other.

[0289] A computing system (2000) may have at least one processor (2010) capable of loading instructions from a memory (2020) to execute at least some steps of a method according to the present embodiment.

[0290] The processor (2010) may mean a central processing unit (CPU), a graphics processing unit (GPU), or a dedicated processor on which a method according to embodiments of the present invention is performed.

[0291] Each of the memory (2020) and the storage device (2060) may be configured with at least one of a volatile storage medium and a non-volatile storage medium. For example, the memory (2020) may be configured with at least one of a read-only memory (ROM) or a random access memory (RAM).

[0292] The transceiver device (2030) may include a communication interface or sub-communication system that performs communication via a wireless network.

[0293] In addition, an electric vehicle communication controller (EVCC) that can be employed as a computing system (2000) according to the present embodiment is a controller that is placed or mounted in an electric vehicle and is associated with a secondary assembly that receives power from a primary assembly, and may include a processor (2010) that receives and executes at least one command from a memory.

[0294] In addition, a power supply equipment communication controller (SECC) that can be employed as a computing system (2000) according to the present embodiment is a controller associated with a primary assembly that transmits power to electric mobility, and may include a processor (2010) that receives and executes at least one command from a memory.

[0295] In addition, a device including a processor (2010) according to the present embodiment 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.

[0296] Meanwhile, although the above-described embodiments have been described with a focus on the 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.

[0297] 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.

[0298] 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.

[0299] While some aspects of the present invention have been described in the context of a device, they may also represent a description of a corresponding method, wherein a block or device corresponds to a method step or a feature of a method step. Similarly, aspects described in the context of a method may also be described as a corresponding block or item or a feature of a corresponding device. Some or all of the method steps may be performed by (or using) a hardware device, such as, for example, a microprocessor, a programmable computer, or an electronic circuit. In some embodiments, at least one or more of the most important method steps may be performed by such a device.

[0300] 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.

[0301] 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.

Claims

1. A method for simultaneous multi-charging of electric mobility by a charging station management system (CSMS) of a backbone network, A step of guiding an electric vehicle entering a charging station to a parking area where an automatic charging device (ACD) charger is installed; and A step of positioning the electric mobility on the automatic power supply device of the ACD charger within the parking area; A simultaneous multi-charging method that performs the guiding step based on user information obtained from the electric mobility side through an electric mobility service provider (eMSP).

2. In claim 1, A simultaneous multi-charging method, which independently performs the guiding step and the positioning step for a plurality of electric mobility vehicles entering the charging station.

3. In claim 1, It further includes a step of receiving the user information and vehicle information from the eMSP, wherein the electric mobility includes an electric vehicle (EV), A method for simultaneous multi-charging, wherein the user information includes an electric vehicle identification number (EVID), an electric vehicle communication controller (EVCC) identifier (ID), an ultra-wideband (UWB) EV ID, and a low frequency (LF) EV ID.

4. In claim 1, A simultaneous multi-charging method further comprising a step of transmitting the user information to a guide server installed in a parking lot of the charging station.

5. In claim 4, Further comprising a step of receiving a status update message for status update of data related to the electric mobility from the guide server, A method for simultaneous multi-charging, wherein the above status update message triggers a guide sequence for the above electric mobility.

6. In claim 5, A simultaneous multi-charging method further comprising the step of transmitting a guide status request message for the electric mobility to the guide server.

7. In claim 1, A simultaneous multi-charging method further comprising a step of transmitting information about an ACD charger or supply equipment communication controller (SECC) closest to the electric mobility to an electric vehicle supply equipment (EVSE) of the charging station through a UWB guiding result for the electric mobility.

8. In claim 1, A simultaneous multi-charging method further comprising a step of transmitting pairing participant information to a plurality of supply equipment communication controllers (SECCs) each equipped in the ACD charger via websocket communication.

9. A method for simultaneous multi-charging of electric mobility using a guiding server installed at a charging station, A step of guiding an electric vehicle entering a charging station to a parking area where an automatic charging device (ACD) charger is installed; and A step of positioning the electric mobility on the automatic power supply device of the ACD charger within the parking area; A simultaneous multi-charging method, wherein the above guiding step is initiated by a guiding status request message received from a charging station management system (CSMS) of a backbone network.

10. In claim 9, The above electric mobility includes electric vehicles (EVs), A method for simultaneous multi-charging, wherein the above guide status request message includes an ultra-wideband (UWB) EV ID (identifier), and the UWB EV ID is included in a packet for processing status requests and responses between an EV and an ACD charger in a UWB-based guiding system.

11. In claim 9, A simultaneous multi-charging method further comprising a step of verifying a UWB EV ID included in the above guide status request message.

12. In claim 9, It further includes a step of guiding the electric mobility by communicating with an infrastructure anchor or guide anchor installed in the above parking area, A simultaneous multi-charging method, wherein the above guide anchor includes an infrastructure-side UWB device, and the infrastructure-side UWB device cooperates with an EV-side UWB device to guide the electric mobility toward a specific parking area.

13. In claim 9, Further comprising a step of transmitting a guide status response message to a charging station management system (CSMS) of the above backbone network, A method for simultaneous multi-charging, wherein the guide status response message includes status information on the progress status of the current guide sequence for the electric mobility.

14. In claim 13, A step of receiving a guide status request message having the same UWB EV ID from the CSMS; and A step of transmitting a guide status response message containing status information on the progress status of the current guide sequence to the CSMS; A simultaneous multi-charging method further comprising:

15. In claim 9, Further comprising a step of transmitting a status message regarding completion of the guide sequence for the electric mobility to the CSMS, The above CSMS is a simultaneous multi-charging method that transmits pairing participant information to multiple power supply equipment communication controllers (SECCs) each equipped in the ACD charger via websocket communication.

16. A device utilizing a simultaneous multi-charging method for electric mobility, A transmitting and receiving device that communicates with a charging station management system (CSMS) via a web socket; and a processor connected to the above transceiver; A device in which the processor receives a guide status request message from the CSMS, starts guiding electric mobility that has entered a charging station based on an ultra-wideband (UWB) EV ID (identifier) ​​in the guide status request message, guides the electric mobility to a parking area in which an automatic charging device (ACD) charger is installed, and positions the electric mobility on an automatic power supply device of the ACD charger within the parking area.

17. In claim 16, Further performing the task of guiding the electric mobility by communicating with the infrastructure anchor or guide anchor installed in the above parking area, The above electric mobility includes electric vehicles (EVs), The above guide anchor includes an infrastructure-side UWB device, A device in which the above infrastructure-side UWB device cooperates with the EV-side UWB device to guide the electric mobility toward a specific parking area.

18. In claim 16, The processor further performs the steps of transmitting a guide status response message to the CSMS, receiving a guide status request message having the same UWB (ultra-wideband) EV ID (identifier) ​​from the CSMS, and transmitting a guide status response message containing status information on the progress status of the current guide sequence to the CSMS. The above UWB EV ID is included in packets that process status requests and responses between EVs and ACD chargers in a UWB-based guiding system.

19. In claim 16, The processor further performs transmitting a status message regarding completion of the guide sequence for the electric mobility to the CSMS, The above CSMS is a device that transmits pairing participant information to a plurality of power supply equipment communication controllers (SECCs) each equipped in the ACD charger via websocket communication.

20. In claim 16, A device in which the above electric mobility guidance is performed based on user information transmitted from the electric mobility side to the CSMS through an electric mobility service provider (eMSP).

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