Robot charging system for electric vehicle based on autonomous mobile robot

Abstract

Disclosed is a charging robot for charging a chargeable mobility. The robot comprises: a driving module that operates to move to a target position for charging the mobility while being separated from a primary device of a station; a manipulator that operates to couple a first power interface of the robot to a second power interface of the mobility in order to charge the mobility at the target position; and a controller that controls the operation of at least one of the first power interface, the driving module, or the manipulator.

Description

An electric vehicle robot charging system based on an autonomous mobile robot

[0001] The present invention relates to a charging technology based on an automatic connection device (ACD) for charging an electric vehicle (EV), and more particularly, to a robotic charging technology for charging an electric vehicle and a robotic charging system for an electric vehicle based on an autonomous mobile robot.

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

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

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

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

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

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

[0008] Considering the various types of electric vehicle chargers, various types of electric vehicle power supplies, and various charging methods, it is necessary to define procedures for the positioning between the electric vehicle and the manipulator and the preparatory steps for power supply.

[0009] One of the purposes of the present invention to solve the above problems is to propose an electric vehicle charging robot, a robot charging system, and a charging method using the same, in a system for supplying power to an electric vehicle from a power supply device or a power supply unit (EVSE, Electric Vehicle Supply Equipment) using an autonomous mobile robot (AMR, Autonomous Mobile Robot).

[0010] One of the objects of the present invention is to propose an electric vehicle charging robot, a robot charging system, and a charging method that can be linked with an electric vehicle equipped with an in-vehicle wireless communication controller (EVCC).

[0011] One of the objects of the present invention is to propose a charging infrastructure for an AMR-based electric vehicle charging robot, a robot charging system, and a charging method.

[0012] One of the objects of the present invention is to propose a communication procedure and a charging procedure for an AMR-based electric vehicle charging robot, a robot charging system, and a charging method.

[0013] According to one embodiment of the present invention for achieving the above object, a charging robot for charging an electric vehicle, a rechargeable mobility, or a device (hereinafter referred to as "mobility") may include: a first power interface for supplying power to a second power interface on the mobility side; a driving module for operating the charging robot to move to a target location for charging the mobility while the charging robot is separated from an electric vehicle supply equipment (EVSE) or a primary device of a station; a manipulator for operating the first power interface and the second power interface to dock or couple in order to charge the mobility at the target location; and a controller for controlling the operation of at least one of the first power interface, the driving module, or the manipulator.

[0014] In one embodiment of the present invention, in a charging robot for charging mobility, the manipulator may include at least one of a sidearm mechanism for docking or coupling with the second power interface from the side of the chargeable mobility or device, an underbody mechanism for docking or coupling with the second power interface from below the chargeable mobility or device, or a roof or pantograph mechanism for docking or coupling with the second power interface from above the chargeable mobility or device.

[0015] The driving module can operate to allow the charging robot to autonomously drive and move to the target location under the control of the controller.

[0016] The first power interface may provide a bidirectional charging function including a grid-to-vehicle (G2V) charging mode in which power is supplied to the second power interface, and a vehicle-to-grid (V2G) charging mode in which power is supplied from the second power interface.

[0017] According to one embodiment of the present invention, a charging robot for charging mobility may further include an energy storage device. In this case, the controller may store power supplied from the EVSE or primary device of the station in the energy storage device while the charging robot is docked or coupled with the EVSE or primary device. The controller may control the first power interface and the energy storage device so that power is supplied from the energy storage device to the second power interface via the first power interface while the charging robot has moved to the target location.

[0018] According to one embodiment of the present invention, a charging robot for charging mobility may further include an energy storage device; and a third power interface for receiving power from a ground power supply device placed on the ground and transmitting power to the energy storage device while the charging robot is moving to the target location.

[0019] The controller can control the first power interface and the third power interface to transmit power to the second power interface via the first power interface while receiving power from the ground power supply device via the third power interface.

[0020] The controller can obtain a position of the ground power supply device such that the third power interface is coupled with the ground power supply device, and can control the third power interface such that the third power interface is aligned with the position of the ground power supply device.

[0021] In a charging robot for charging mobility according to one embodiment of the present invention, the controller can control at least one of selection of the charging robot, an operation of the charging robot moving to the target location, or power supply via the first power interface based on a user's input.

[0022] According to one embodiment of the present invention, a robot charging system for charging an electric vehicle, a rechargeable mobility, or a device (hereinafter referred to as "mobility") may include an electric vehicle supply equipment (EVSE) or a primary device of a station; and a charging robot that moves to a target location for charging the mobility while being separated from the EVSE or the primary device.

[0023] In one embodiment of the present invention, in a robot charging system, the charging robot may include: a driving module; a manipulator that operates to dock or couple a first power interface of the charging robot and a second power interface of the mobility to charge the mobility at the target location; and a controller that controls the operation of at least one of the first power interface, the driving module, or the manipulator.

[0024] In one embodiment of the present invention, in the robot charging system, the manipulator may include at least one of a sidearm mechanism for docking or coupling with the second power interface from the side of the chargeable mobility or device, an underbody mechanism for docking or coupling with the second power interface from below the chargeable mobility or device, or a roof or pantograph mechanism for docking or coupling with the second power interface from above the chargeable mobility or device.

[0025] In a robot charging system according to one embodiment of the present invention, the charging robot can provide a bidirectional charging function including a grid-to-vehicle (G2V) charging mode in which power is supplied from the first power interface to the second power interface, and a vehicle-to-grid (V2G) charging mode in which power is supplied from the second power interface to the first power interface.

[0026] According to one embodiment of the present invention, the robot charging system may further include, as a charging infrastructure, a ground power supply device placed on the ground to supply power to the charging robot while the charging robot is moving to the target location.

[0027] According to one embodiment of the present invention, the robot charging system may further include a marker placed on the ground to indicate the location of the ground power supply device as a charging infrastructure.

[0028] According to one embodiment of the present invention, a mobility charging method using a charging robot may include: a step of allowing a charging robot including a first power interface capable of supplying power to a second power interface of an electric vehicle, a rechargeable mobility, or a device (hereinafter, “mobility”) to move to a target location for charging the mobility after being separated from an electric vehicle supply equipment (EVSE) or a primary device of a station; a step of controlling a manipulator of the charging robot so that the first power interface and the second power interface are docked or coupled so that the charging robot charges the mobility at the target location; and a step of transmitting power between the first power interface and the second power interface.

[0029] In a mobility charging method using a charging robot according to one embodiment of the present invention, the manipulator may include at least one of a sidearm mechanism that docks or couples with the second power interface from the side of the chargeable mobility or device, an underbody mechanism that docks or couples with the second power interface from below the chargeable mobility or device, or a roof or pantograph mechanism that docks or couples with the second power interface from above the chargeable mobility or device.

[0030] In the step of transmitting power between the first power interface and the second power interface, power may be transmitted in either a grid-to-vehicle (G2V) charging mode in which power is supplied to the second power interface, or a vehicle-to-grid (V2G) charging mode in which power is supplied from the second power interface.

[0031] According to one embodiment of the present invention, a mobility charging method using a charging robot may further include a step of storing power supplied from the EVSE or primary device of the station while the charging robot is docked or coupled with the EVSE or primary device before the charging robot is separated from the EVSE or primary device.

[0032] According to one embodiment of the present invention, a mobility charging method using a charging robot may further include a step of supplying power to the charging robot from a ground power supply device placed on the ground while the charging robot is moving to the target location.

[0033] According to one embodiment of the present invention, a mobility charging method using a charging robot may further include a step of selecting the charging robot based on a user's input.

[0034] In a mobility charging method using a charging robot according to one embodiment of the present invention, at least one of the steps of moving the charging robot to the target position; controlling a manipulator of the charging robot; and / or transmitting power between the first power interface and the second power interface may be controlled based on the user's input.

[0035] According to one embodiment of the present invention, in a system for supplying power to an electric vehicle from a power supply device or a power supply unit (EVSE, Electric Vehicle Supply Equipment), an electric vehicle charging robot using an autonomous mobile robot (AMR, Autonomous Mobile Robot), a robot charging system, and a charging method using the same can be implemented.

[0036] According to one embodiment of the present invention, an electric vehicle charging robot, a robot charging system, and a charging method capable of interworking with an electric vehicle equipped with an in-vehicle wireless communication controller (EVCC) can be implemented.

[0037] According to one embodiment of the present invention, a charging infrastructure for an AMR-based electric vehicle charging robot, a robot charging system, and a charging method can be implemented.

[0038] According to one embodiment of the present invention, a communication procedure and a charging procedure for an AMR-based electric vehicle charging robot, a robot charging system, and a charging method can be implemented.

[0039] Figure 1 is a conceptual diagram illustrating an example of a system including charging infrastructure for transmitting power to an electric vehicle.

[0040] FIG. 2 is a diagram conceptually illustrating a process in which a charging robot according to one embodiment of the present invention operates to charge a vehicle or mobility, and a charging infrastructure in which the process is performed.

[0041] FIG. 3 is a conceptual diagram illustrating an example of an ACD-U based interface through which a charging robot according to one embodiment of the present invention operates to charge a vehicle or mobility.

[0042] FIG. 4 is a diagram conceptually illustrating an example of an ACD-S based interface through which a charging robot according to one embodiment of the present invention operates to charge a vehicle or mobility.

[0043] FIG. 5 is a block diagram conceptually illustrating the system structure of a charging robot according to one embodiment of the present invention.

[0044] FIG. 6 is a diagram conceptually illustrating an example of a manipulator of a charging robot according to one embodiment of the present invention operating to charge a vehicle or mobility.

[0045] FIG. 7 is a diagram conceptually illustrating an example of a manipulator of a charging robot according to one embodiment of the present invention operating to charge a vehicle or mobility.

[0046] FIG. 8 is a block diagram conceptually illustrating a system structure of a charging station for cooperating with a charging robot according to one embodiment of the present invention.

[0047] FIG. 9 is a flowchart illustrating a mobility charging method based on an autonomous driving robot according to one embodiment of the present invention.

[0048] FIG. 10 is a flowchart illustrating in detail some processes of a mobility charging method based on an autonomous driving robot according to one embodiment of the present invention.

[0049] FIG. 11 is a flowchart illustrating in detail some processes of a mobility charging method based on an autonomous driving robot according to one embodiment of the present invention.

[0050] FIG. 12 is a diagram conceptually illustrating a service provision process for mobility charging based on an autonomous driving robot according to one embodiment of the present invention.

[0051] FIG. 13 is a flowchart conceptually illustrating a charging robot control process for mobility charging based on an autonomous driving robot according to one embodiment of the present invention.

[0052] FIG. 14 is a flowchart illustrating in detail one embodiment of a part of the process of FIG. 13.

[0053] FIG. 15 is a flowchart illustrating in detail another embodiment of a part of the process of FIG. 13.

[0054] FIG. 16 is a flowchart illustrating in detail another embodiment of a part of the process of FIG. 13.

[0055] FIG. 17 is a diagram conceptually illustrating a communication sequence for mobility charging based on an autonomous driving robot according to one embodiment of the present invention.

[0056] FIG. 18 is a block diagram illustrating a generalized configuration of a computing system that configures or controls at least a portion of a charging robot, a charging station, a primary device, a wired / wireless power transmitting device, a wired / wireless power receiving device, and a rechargeable mobility or device according to one embodiment of the present invention.

[0057] The present invention is susceptible to various modifications and embodiments. Specific embodiments are illustrated in the drawings and described in detail in the detailed description. 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. Throughout the description of each drawing, similar reference numerals have been used to designate similar components.

[0058] Terms such as "first," "second," "A," and "B" may be used to describe various components, but these 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 items listed or any one of multiple related items listed.

[0059] 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.

[0060] 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.

[0061] 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.

[0062] Some terms used in this specification are defined as follows:

[0063] An electric vehicle (EV) may refer to an automobile as defined in 49 CFR (Code of Federal Regulations) 523.3, among other provisions. An EV is capable of highway travel and can be powered by electricity supplied by an onboard energy storage device, such as a rechargeable battery, from an external power source. This power source may include a residential or public power service, or a generator powered by onboard fuel.

[0064] An electric vehicle (EV) can be referred to as an electric car, electric automobile, ERV (electric road vehicle), PV (plug-in vehicle), xEV (plug-in vehicle), etc., and an xEV can be referred to as or distinguished as a BEV (plug-in all-electric vehicle or battery electric vehicle), PEV (plug-in electric vehicle), HEV (hybrid electric vehicle), HPEV (hybrid plug-in electric vehicle), PHEV (plug-in hybrid electric vehicle), etc.

[0065] A plug-in electric vehicle (PEV) can be referred to as an electric vehicle that recharges its onboard primary battery by connecting to the power grid.

[0066] A plug-in vehicle (PV) may be referred to herein as a vehicle that can be recharged wirelessly from an Electric Vehicle Supply Equipment (EVSE) without using a physical plug and socket.

[0067] 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).

[0068] A light-duty plug-in electric vehicle (LDEV) may refer to a vehicle with three or four wheels that is propelled by an electric motor powered by a rechargeable battery or other energy source, primarily intended for use on public streets, roads, and highways. A LEV may be defined as having a gross weight of less than 4.545 kg.

[0069] A wireless power charging system (WCS) may refer to a system for controlling between a Supply Device (or Ground Assembly, GA) and an EV device (or Vehicle Assembly, VA), including wireless power transfer, alignment, and communication.

[0070] Wireless power transfer (WPT) can refer to the transfer of electrical power from an alternating current (AC) power supply network, such as a utility or grid, to an electric vehicle through contactless means.

[0071] A utility provides electrical energy and can be defined as a collection of systems, typically including a Customer Information System (CIS), Advanced Metering Infrastructure (AMI), and a Rates and Revenue system. Utilities enable plug-in electric vehicles to access energy through price lists or discrete events. Utilities can also provide information on tariffs, metered power consumption intervals, and EV program qualifications for plug-in electric vehicles.

[0072] Smart charging can be described as a system where EVSE and / or electric vehicles (including plug-in hybrid electric vehicles) communicate with the power grid to optimize vehicle charge or discharge rates to grid capacity or time of day for cost-to-use ratios.

[0073] Automatic charging can be defined as the act of positioning a vehicle in a suitable location relative to a primary charger assembly capable of transmitting power and charging it either conductively or inductively. Automatic charging can be performed after obtaining the necessary authentication and authorization.

[0074] Interoperability can refer to the state in which components of a system can work together to achieve the intended function of the entire system. Information interoperability can refer to the ability of two or more networks, systems, devices, applications, or components to share information securely and effectively and easily with little or no user inconvenience.

[0075] An inductive charging system can refer to a system that electromagnetically transfers energy in the forward direction from the power supply network to an electric vehicle via a loosely coupled transformer. In this embodiment, the inductive charging system can correspond to an electric vehicle charging system.

[0076] An inductive coupler is a transformer that is formed by a primary device and a secondary device and transmits power through electrical isolation.

[0077] Inductive coupling can refer to the magnetic coupling between two coils. The two coils can refer to the primary coil / ground assembly coil and the secondary coil / vehicle assembly coil.

[0078] A supply power circuit (SPC) / ground assembly (GA) may refer to an assembly disposed on the primary / ground assembly or infrastructure side, including a primary coil / GA coil and other suitable components. The other suitable components may include at least one component for controlling impedance and resonant frequency, ferrite for reinforcing a magnetic path, and electromagnetic shielding materials. For example, the SPC or GA may include a power / frequency conversion device necessary to function as a power source of a wireless charging system, an SPC controller / GA controller, and wiring from the grid, and wiring between each unit and filtering circuits, a housing, etc.

[0079] An EV power circuit (EVPC) / vehicle assembly (VA) may refer to an assembly placed in a vehicle, including a secondary coil / VA coil and other suitable components. The other suitable components may include at least one component for controlling impedance and resonant frequency, ferrite for reinforcing the magnetic path, and electromagnetic shielding materials. For example, an EVPC or VA may include a rectifier / power converter necessary to function as a vehicle component of a wireless charging system, an EVPC controller / VA controller, and wiring for a vehicle battery, as well as wiring between each unit and filtering circuits, a housing, etc.

[0080] 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.

[0081] The aforementioned GA may be referred to as a primary device (PD), a primary device, etc., and similarly, the VA may be referred to as a secondary device (SD), a secondary device, etc.

[0082] The aforementioned GA may be referred to as a supply device, a power supply-side device, etc., and similarly, the VA may be referred to as an electric vehicle device (EV device), an electric vehicle-side device, etc.

[0083] 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.

[0084] A secondary device may be a device mounted on an electric vehicle that provides contactless coupling to the primary device. The secondary device may be referred to as a secondary device. When the electric vehicle receives power, the secondary device can transfer power from the primary device to the electric vehicle. The secondary device may include a housing and all covers.

[0085] The supply power electronics may be part of the SPC or GA that regulates the output power level to the primary coil / GA coil based on information from the vehicle. The EV power electronics may be part of the EVPC or VA that monitors certain vehicle parameters during charging and initiates communication with the SPC or GA to control the output power level.

[0086] The supply power electronics described above may be referred to as ground assembly electronics (GA electronics), a ground assembly controller (GA controller), or a primary device communication controller (PDCC), and the electric vehicle power electronics (EV power electronics) may be referred to as vehicle assembly electronics (VA electronics), a vehicle assembly controller (VA controller), or an electric vehicle communication controller (VA controller).

[0087] The magnetic gap may refer to the vertical distance between the highest plane of the upper portion of the litz wire or the upper portion of the magnetic material of the primary coil / GA coil and the lowest plane of the lower portion of the litz wire or the magnetic material of the secondary coil / VA coil when they are aligned with each other.

[0088] Ambient temperature may refer to the ground level temperature measured in the atmosphere of a target subsystem that is not directly exposed to sunlight.

[0089] Vehicle ground clearance can refer to the vertical distance between the road or pavement and the lowest part of the vehicle's floor pan.

[0090] Vehicle magnetic ground clearance may refer to the vertical distance between the lowest plane of the floor of the Litz wire or the insulating material of the secondary coil / VA coil mounted on the vehicle and the road pavement.

[0091] Secondary coil surface distance / Vehicle assembly (VA) coil surface distance may refer to the vertical distance between the bottommost plane of the Litz wire or the magnetic material of the secondary coil / VA coil and the lowest outer surface of the secondary coil / VA coil. This distance may include additional items packaged with protective covering material and coil packaging material.

[0092] The secondary coil described above may be referred to as a VA coil, a vehicle coil, a receiver coil, etc., and similarly, the primary coil may be referred to as a ground assembly coil (GA coil), a transmit coil, etc.

[0093] An exposed conductive component may refer to a conductive component of an electrical device (e.g., an electric vehicle) that can be touched by a person and is not normally conductive but may become conductive in the event of a fault.

[0094] Hazardous live component may refer to a live component that may, under certain conditions, cause a hazardous electric shock.

[0095] Live component may refer to any conductor or conductive part that is electrically active in its basic use.

[0096] Direct contact can refer to contact between living beings, such as humans.

[0097] Indirect contact may refer to contact with exposed, conductive, live components due to an insulation failure (see IEC 61140).

[0098] Alignment may refer to a process of finding the relative position of a secondary device to a primary device for a specified efficient power transfer, and / or a process of finding the relative position of a primary device to a secondary device. In this specification, alignment may refer to, but is not limited to, the positional alignment of a wireless power transfer system.

[0099] Pairing may refer to the process of associating a vehicle (electric vehicle) with a single dedicated ground assembly (primary device) arranged to transfer power. In this specification, pairing may include the process of associating a charging spot or a specific SPC / ground assembly with an EVPC / vehicle assembly controller.

[0100] Correlation / Association may include the process of establishing a relationship between two peer communication entities.

[0101] 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.

[0102] High-level communication can handle all information beyond what command and control communication can handle. Data links for high-level communication can use, but are not limited to, power line communication (PLC).

[0103] 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.

[0104] A Service Set Identifier (SSID) is a unique 32-character identifier attached to the header of packets transmitted over a wireless LAN. The SSID identifies the basic service set (BSS) to which a wireless device is attempting to connect. Essentially, SSIDs distinguish multiple wireless LANs. Therefore, all access points (APs) and terminal / station devices attempting to use a specific wireless LAN can use the same SSID. Devices that do not use a unique SSID cannot join a BSS. Because SSIDs are visible in plaintext, they may not provide any security features to the network.

[0105] The ESSID (Extended Service Set Identifier) ​​is the name of the network you want to connect to. It's similar to the SSID, but can be a more extensive concept.

[0106] A BSSID (Basic Service Set Identifier) ​​is typically 48 bits long and is used to identify a specific BSS (Basic Service Set). For infrastructure BSS networks, the BSSID can be the MAC (Medium Access Control) of the AP device. For independent BSSs or ad hoc networks, the BSSID can be generated with any value.

[0107] A charging station may include at least one ground assembly and at least one ground assembly controller that manages the at least one ground assembly. The ground assembly may include at least one wireless communication device. A charging station may refer to a location equipped with at least one ground assembly, such as a home, office, public space, road, or parking lot.

[0108] In this specification, the term connection / association may be used to mean the procedure for establishing wireless communication between an Electric Vehicle Communication Controller (EVCC) and a Supply Equipment Communication Controller (SECC) that controls the charging infrastructure.

[0109] 'Smart Grid' can refer to a system implemented in which power plants, power generation units, and energy storage systems are all connected in an intelligent manner through network facilities and can exchange messages based on information and communication technology.

[0110] 'OEM (Original Equipment Manufacturer)' can refer to the top-level certification authority (CA) that issues OEM root certificates as a server operated by an electric vehicle manufacturer.

[0111] A 'charging station' may refer to a facility that includes one or more electric vehicle power supply equipment (EVSE), smart meters, and other technical equipment required to charge an electric vehicle (EV).

[0112] 'EV Supply Equipment (EVSE) is a device that forms part of a charging station that supplies energy to electric vehicles via outlets, and can refer to a device that is connected to a smart meter to measure energy.

[0113] A 'charging station (CS)' may refer to a facility that includes one or more EV power supply devices and actually performs charging for EVs.

[0114] A charging station may include at least one ground assembly and at least one ground assembly controller that manages the at least one ground assembly. The ground assembly may include at least one wireless communication device. A charging station may refer to a location including at least one ground assembly, such as a home, office, public place, road, or parking lot.

[0115] 'Charging station operator (CSO)' may refer to an entity that manages electricity to provide requested energy transmission services, and may be a term with the same concept as charging point operator (CPO).

[0116] A 'Charge Service Provider (CSP)' can refer to an entity that manages and authenticates the credentials of EV users and provides billing and other value-added services to customers. It can be considered a special type of MO and can also be implemented in a form combined with an MO.

[0117] A 'Charge Point Operator (CPO)' may refer to a company or organization that has authority over the location of a charging station to allow physical access to the charging station, and may also refer to a communication node or entity that manages the charging station and authorizes and controls the charging process that takes place at individual electric vehicle power supply equipment (EVSE) using information and communication technology.

[0118] A 'Mobility Operator (MO)' may refer to a legal entity that forms a contractual relationship with an end user or business regarding charging, as the legal basis for authorization and payment for charging at a charging station.

[0119] E-Mobility Provider (EMP), E-Mobility Service Provider (EMSP), and Mobility Service Provider (MSP) can be used in a similar sense to mobility operator.

[0120] Additionally, a 'mobility operator (MO)' may refer to a service provider that has a contractual relationship with EV owners regarding charging, authorization, and payment so that EV drivers can charge their EVs at charging stations.

[0121] A 'clearing house (CH)' is an entity that handles cooperation between MOs, CSPs, and CSOs, and can act as an intermediary to facilitate the approval, billing, and settlement procedures for EV charging service roaming, particularly between two settlement or clearing parties.

[0122] '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.

[0123] A 'credential' is a physical or digital asset that represents the personal information of an EV or its owner. It may include a password, which is cryptographic information used to verify identity, a public key / private key pair used in a public key cryptographic algorithm, a public key certificate issued by a certification authority, and information related to a trusted root certification authority.

[0124] A 'certificate' can refer to an electronic document that binds a public key to an ID through a digital signature.

[0125] 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.

[0126] Plug-and-Charge (PnC) can refer to a process in which authentication, authorization, load control, and payment are automatically performed without any further user interaction simply by plugging an electric vehicle into an electric vehicle power supply. Alternatively, PnC can also refer to an identification and authorization mode for such an automated process. PnC can be implemented by applying X.509 certificates, verifying signatures, and transmitting them.

[0127] 'Public Key Infrastructure (PKI)' can refer to a system for generating, storing, redistributing, and revoking digital signatures used to verify that a specific public key belongs to a specific person or entity.

[0128] An "External Identification Means (EIM)" can refer to any external means by which a driver can authenticate and authorize themselves for a charging session at a charging station. Examples include cash payments, prepaid cards, credit cards, debit cards, NFC, RFID, and SMS. EIM can be configured in conjunction with PnC for two authentication modes.

[0129] A "Sales Tariff" can refer to a feature that provides price information over time. Specifically, it can refer to an input provided by a mobility operator that allows the EV Communication Controller (EVCC) to calculate a charging schedule. A sales tariff can be intended to incentivize electric vehicles to charge a desired amount of electricity within a specific time slot. A use case related to a sales tariff could be pricing information for electricity provided by a mobility operator that authenticates a charging session with a valid contract. This contract can be authenticated by the driver or the car-sharing operator to which the vehicle belongs, using a contract certificate installed in the electric vehicle.

[0130] Additionally, the term "sales rate" can refer to a concept intended to encourage the use of renewable energy sources, such as solar panels or wind turbines, by providing incentives to electric vehicles that charge during predictable times, such as when charging with renewable energy sources. In some cases, the sales rate may include not only the price of electricity but also the time slot associated with that price.

[0131] A "secondary actor" can refer to any party involved in the charging process, other than an EVCC or SECC. A secondary actor can be involved in the charging process by providing information relevant to the charging process. Examples of secondary actors include charge point operators (CPOs) and mobility operators (MOs).

[0132] 'e-Mobility Account Identifier (eMAID)' may refer to a unique EV identifier that links a contract certificate to the EV owner's payment account.

[0133] An "E-Mobility Account ID (EMAID)" can refer to a single contractual certificate issued for each legal contract concluded between a mobility operator and a customer for electric vehicle charging. EMAID can allow for the pseudonymization of personal data and can be valid only for a limited period of time, such as the lifetime of the legal contract. Unlike a Vehicle Identification Number (VIN), EMAID may not allow for long-term evaluation of customer or vehicle data. EMAID can be introduced as a temporary identifier that can be assigned using different authentication methods for temporary, short-term single contracts, such as family vehicles or car-sharing contracts. Since one person can have an EMAID for each of multiple contracts, it can be used for purposes different from personal identification information.

[0134] In this disclosure, vehicle-to-grid (V2G) communication is defined in the ISO 15118 standard and can be designed to correspond to the 7-layer OSI. In other words, OSI (Open Systems Interconnection) can be "a conceptual model for standardizing the communication functions of a communication or computing system regardless of the internal structure and technology involved."

[0135] The ISO 15118 standard is designed to establish and implement charging and payment processes for electric vehicles. Another key feature is its ability to adopt and leverage various information and communication technologies. While it includes information and communication technology elements mapped to the seven layers of the OSI model, its primary purpose is to establish charging and payment processes for electric vehicles, so application-specific features are primarily addressed.

[0136] The V2G communication interface defined by the ISO 15118 standard can include digital, IP-based protocols. Communication between the electric vehicle (EV) and the electric vehicle power supply (EVSE), as well as between the electric vehicle power supply (EVCC) and the supply equipment communication controller (SECC), can be included within the V2G communication interface defined by the ISO 15118 standard.

[0137] The V2G communication interface and ISO 15118 standard may be intended to enable user-friendly mechanisms for authentication, authorization, and payment at charging stations without requiring separate user interaction.

[0138] Electric vehicles can be integrated into the smart grid to provide flexible load control and valuable grid services that accommodate diverse driver habits without compromising them. To avoid the need for additional grid components to supply power during peak demand due to highly variable load fluctuations, the energy from electric vehicles can be considered as an energy source within the smart grid. Furthermore, providing appropriate incentives for electric vehicles can be considered to promote the smart grid's long-term expansion of renewable energy.

[0139] 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.

[0140] Autoconnect Charging Device or Automatic Charging Device (ACD) technology can be implemented based on the content specified in ISO / IEC 15118 Edition 2, ISO 15118-20 to perform at least part of the charging process by controlling a robot or automated device using wireless communication.

[0141] As examples of ACD technology, types such as ACD-U (Underbody), ACD-S (Sidearm), ACD-P (Pantograph), or ACD-R (Roof) have been proposed based on the direction in which the ACD equipment on the EVSE side approaches the electric vehicle and / or the location of the ACD equipment on the EVSE side with respect to the electric vehicle, and additional ACD types may be included in the future as wired / wireless charging technology expands.

[0142] The ACD charging and charging communication methods for ACD charging described below can be configured to define a new name space, change message parameters, change message sequences, and utilize the docking-undocking-pairing mechanism in ACD charging communication of ISO 15118 over WLAN. In addition, the ACD charging communication method can be configured to define VSE additional information parameters for ACD-U, ACD-S, ACD-P, or ACD-R.

[0143] VSE (Vendor Specific Element) may refer to a data format that contains information about the type of EVSE available at the current location in ISO 15118-based communication.

[0144] In the present disclosure, for the convenience of explanation, when the main embodiments include an electric vehicle, a charging station for an electric vehicle, and an electric vehicle power supply equipment (EVSE) of a charging station, the technical features of these embodiments can be modified and applied to chargeable mobility or devices, charging stations for chargeable mobility or devices, and power supply equipment of a charging station in alternative embodiments of the present disclosure.

[0145] Hereinafter, a preferred embodiment according to the present invention will be described in detail with reference to the attached drawings.

[0146] Figure 1 is a conceptual diagram illustrating an example of a system including charging infrastructure for transmitting power to an electric vehicle.

[0147] Referring to FIG. 1, the electric vehicle charging process can be performed by at least one component of an electric vehicle (10) and a charging station (charging station), and can be used to transmit power to the electric vehicle (10) wired or wirelessly.

[0148] An electric vehicle (10) according to an embodiment of the present invention may include a hybrid vehicle having both an electric motor and a general internal combustion engine, and may include not only an automobile but also a motorcycle, a cart, a scooter, and an electric bicycle.

[0149] Here, an electric vehicle (10) can be generally defined as a vehicle (automobile) that supplies current induced from a rechargeable energy storage device, such as a battery (12), as an energy source for an electric motor, which is a power device.

[0150] In addition, the electric vehicle (10) may include a power receiving device / pad (11) including a receiving coil to wirelessly charge the battery (12), and may also include a plug connection to wiredly charge the battery (12). In this case, an electric vehicle (10) capable of wiredly charging the battery (12) may be referred to as a plug-in electric vehicle (PEV).

[0151] Here, the charging station / charging station can be connected to a power grid (30) or power backbone and can provide alternating current (AC) or direct current (DC) power to a power transmitting device / pad (21) including a transmitting coil via a power link.

[0152] In addition, the charging station can communicate with the power grid (30) or the infrastructure management system or infrastructure server that manages the power grid (30) through wired or wireless communication, and can perform wireless communication with the electric vehicle (10). Here, the wireless communication may include Bluetooth, Zigbee, cellular, a wireless local area network, etc.

[0153] Additionally, for example, the charging station / charging station may be located in various locations, such as a parking lot attached to the home of an electric vehicle owner (10), a parking area for charging electric vehicles at a gas station, a parking area at a shopping center or workplace, etc.

[0154] Here, the process of charging the battery (12) of the electric vehicle (10) wired / wireless can be performed by first positioning the power receiving device / pad (11) of the electric vehicle (10) in an energy field by the power transmitting device / pad (21), and allowing the transmitting coil of the power transmitting device / pad (21) and the receiving coil of the power receiving device / pad (11) to interact or couple with each other. As a result of the interaction or coupling, electromotive force is induced in the power receiving device / pad (11), and the battery (12) can be charged by the induced electromotive force.

[0155] Additionally, the charging station / charging station and the power transmission device / pad may be referred to in whole or in part as a supply power circuit (SPC) or a ground assembly (GA, 20), and the SPC or ground assembly may refer to the meaning defined above.

[0156] In addition, the power receiving device / pad (11) of the electric vehicle (10) and all or part of other internal components of the electric vehicle may be referred to as an electric vehicle power circuit (EVPC) or vehicle assembly (VA), where the EVPC or vehicle assembly may refer to the meaning defined above.

[0157] An electric vehicle charging system may include, but is not limited to, a conductive charging system using cables or a non-contact wireless power transmission system. An electric vehicle charging system can be fundamentally defined as a system that charges a battery (12) mounted on an electric vehicle (10) using power from a commercial power distribution network (grid. 30) or an energy storage device. Such an electric vehicle charging system may take various forms depending on the type of electric vehicle (10).

[0158] For example, SAE TIR J2954, a leading standard for wireless charging, establishes industry-standard specification guidelines that define interoperability, electromagnetic compatibility, minimum performance, safety, and testing acceptance criteria for wireless charging of light-duty electric and plug-in electric vehicles. Those skilled in the art will readily understand that similar guidelines can also be applied to wired charging systems.

[0159] The wired / wireless charging system for electric vehicles can largely include the following three elements:

[0160] 1) GA coil for power connection and grid connection power converter, communication link with vehicle system

[0161] 2) VA coil with rectifier and filtering components and charging control power electronics for regulation / safety / shutdown if required, and communication link to base station side.

[0162] 3) Related modules required for secondary energy storage system, battery management system components and in-vehicle communication (CAN, LIN) required for battery SOC, charge rate and other necessary information.

[0163] Additionally, the VSE Field of WLAN does not contain detailed information such as maximum charging power, which may prevent users from properly connecting to the charger they actually want to charge at a charging station where one SECC and multiple EVSEs coexist.

[0164] In addition, after the vehicle is associated with the charger / SECC and WLAN Association, a positioning procedure must be performed to ensure precise alignment between the vehicle and the EVSE. In the case of wireless charging (WPT), if the vehicle pad and the EVSE pad are not properly aligned, charging efficiency may decrease or charging may become impossible. In addition, after positioning is complete, a procedure is required to check whether a physical connection with the EVSE to be connected is possible. If a physical connection with the EVSE to be charged is not possible, charging will not proceed. Therefore, a pairing procedure must be performed between the vehicle and the EVSE after WLAN Association. For this purpose, in the case of wireless charging, a method for positioning and pairing using a separate P2PS (Point to Point Signal) is defined in the IEC 61950-2 standard. However, in the case of a robotic charging system based on an automatic coupling device (ACD), there is room for improvement, such as insufficient standard regulations for separate positioning and pairing methods.

[0165] Power transfer can be accomplished from a transmitting coil / primary coil (L1) to a receiving coil / secondary coil (L2). At this time, the resonance frequencies of the transmitting coil (L1) and the receiving coil (L2) can be configured to be similar or the same, and the receiving coil (L2) can be configured to be positioned at a close range to the electromagnetic field generated by the transmitting coil (L1).

[0166] Meanwhile, since power loss may increase as the distance between the transmitting coil (L1) and the receiving coil (L2) increases, setting the positions of the two may be an important factor.

[0167] At this time, the transmitting coil (L1) may be included in the power transmitting device / pad, and the receiving coil (L2) may be included in the power receiving device / pad. In addition, the transmitting coil may be referred to as a primary coil or a GA coil (Ground Assembly coil), and the receiving coil may be referred to as a secondary coil or a VA coil (Vehicle Assembly coil). Therefore, the determination of the positions between the power transmitting device / pad and the power receiving device / pad or the determination of the positions between the electric vehicle (10) and the power transmitting device / pad are also important factors.

[0168] The positional alignment between the power transmission device / pad in FIG. 1 and the power reception device / pad built into the electric vehicle (10) may correspond to the previously described term alignment, and therefore may be defined as the positional alignment between the SPC / GA and the EVPC / VA, and is not limited to the positional alignment of the power transmission device / pad and the power reception device / pad.

[0169] There may be embodiments in which a separate cover is placed for the inlet, which is a charging socket installed in the vehicle. If the inlet cover is placed inside the charging door / port, the inlet cover may be implemented with a plastic or rubber component for insulation.

[0170] The charging manipulator may be or include various types of devices referred to as ACD (Automated connection device, Automatic Charging Device, Autoconnect Charging Device).

[0171] Examples of charging manipulators can also be applied to types ACD-S (Side), ACD-U (Underbody), ACD-P (Pantograph) or ACD-R (Roof).

[0172] In one embodiment of the present invention, the movable range of the charging manipulator may refer to the ACD mating space. In an alternative embodiment of the present invention, the movable range of the charging manipulator may refer to the range of space where the movable distance of the charging manipulator and the ACD mating space are combined.

[0173] In one embodiment of the present invention, a process for identifying the type and specifications of an electric vehicle (10) may be included. At this time, the operating range of the charging manipulator may be adjusted in consideration of the operating range of the manipulator of the electric vehicle (10), which is the ACD counterpart, to determine whether mating is possible.

[0174] The charging system of FIG. 1 may utilize one or more of wired power transfer or wireless power transfer. The ACD-based charging system of FIG. 1 may support either wired or wireless charging technology, regardless of whether it is an ACD-U, ACD-S, ACD-P, or ACD-R.

[0175] If the charging system of Fig. 1 is a wireless power transmission system, it is generally known to utilize inductive coupling, and the power transmission system according to one embodiment of the present invention may adopt a configuration in which power is transmitted by inductive coupling under the premise that the gap between the transmitting pad and the receiving pad is controlled within a certain range. At this time, the configuration of Fig. 1 may be utilized within a range consistent with the purpose of the present invention, and may be selectively utilized or appropriately modified as needed.

[0176] The international standard for wireless communication for electric vehicle charging, 15118-8, allows vehicles to connect to a charger AP rather than a general AP through the VSE (Vendor Specific Element) field of the MAC Frame, which corresponds to Layer 2 of the OSI 7 Layer. However, information regarding positioning and pairing is not properly defined within the VSE field of the charger / SECC, except for wireless power transfer (WPT). Therefore, in a charging manipulator system based on an automatic connection device (ACD), such as the ACD-U (Underbody) type or ACD-S (side) type, various positioning and communication techniques can be applied to achieve precise positioning and pairing through this.

[0177] The on-board vehicle power supply circuit installed in the electric vehicle (10) may include a battery (12) as a load.

[0178] The power receiving pad / device (11) mounted in the electric vehicle (10) can receive power via a secondary coil and transmit it to the battery (12).

[0179] An electric vehicle charging station is shown as part of an EVSE for supplying power to an electric vehicle (10). The charging station is electrically connected to an ACD station, and power can be transmitted to the vehicle via a connector of the ACD station.

[0180] The primary coil on the EVSE side and the secondary coil on the electric vehicle (10) side can be close together to form an inductive coupling.

[0181] In an ACD-U type electric vehicle wireless charging system according to one embodiment of the present invention, the ACD station is located below the electric vehicle (10), and this structure can be collectively referred to as the ACD-U type.

[0182] In some embodiments, the connector on the ACD side may be controlled to protrude from the station and approach the vehicle side. In this case, the connector may be connected and controlled by a robot arm.

[0183] In some embodiments, the vehicle-side connector may be controlled to protrude from the vehicle side and approach the ACD-side connector. In this case, the vehicle-side connector may be connected and controlled by a robot arm.

[0184] In an electric vehicle wireless charging system of the ACD-S type according to one embodiment of the present invention, the ACD station is located next to the electric vehicle (10), and this structure may be collectively referred to as the ACD-S type.

[0185] In some embodiments, the connector on the ACD side may be controlled to protrude from the station and approach the vehicle side. In this case, the connector may be connected and controlled by a robot arm.

[0186] In some embodiments, the vehicle-side connector may be controlled to protrude from the vehicle side and approach the ACD-side connector. In this case, the vehicle-side connector may be connected and controlled by a robot arm.

[0187] As a coordinate system applicable to one embodiment of the present invention, reference may be made to the x, y, and z-axis coordinate system specified in SAE J2954.

[0188] In one embodiment of the present invention, in a right-handed coordinate system, the forward or front-back direction of a vehicle can be defined as the + / -X axis direction. In addition, the driver side for a left-handed vehicle or the left and right sides of the vehicle can be defined as the + / -Y axis direction. In addition, the upward or up-down direction of the vehicle can be defined as the Z axis.

[0189] In the power transmission system of FIG. 1, the power transmitting pad (21) and / or the power receiving pad (11) may include a power circuit for power supply.

[0190] In an embodiment of a wired power transmission device, power circuits may be included on both the power transmitting side and the power receiving side.

[0191] A DC / AC conversion circuit, a compensation circuit, etc. may be included between the grid (30) side and the power transmission pad (21) or the wired power transmission device.

[0192] A rectifier circuit, an AC / DC conversion circuit, a compensation circuit, etc. may be included between the power receiving pad (11) or the wired power receiving device and the battery (12).

[0193] FIG. 2 is a diagram conceptually illustrating a process in which a charging robot (300) according to one embodiment of the present invention operates to charge a vehicle or mobility (100) and a charging infrastructure in which the process is performed.

[0194] Even though "electric vehicle" or "vehicle" is described in FIG. 2 for convenience of explanation, the present invention can be applied to various types of electric mobility capable of running using electric energy. In this case, "electric mobility" can refer not only to mobility powered solely by electric energy, but also to various types of hybrid electric mobility capable of utilizing other energy sources.

[0195] Additionally, in the following embodiments of the present disclosure, the counterpart charged by the charging robot (300) may refer to a rechargeable mobility or device.

[0196] Even when targeting various electric mobility, rechargeable mobility or devices, expressions such as EVSE may conventionally refer to a device that supplies electric energy, and expressions such as EVCC may refer to a controller that performs electronic communication and control within electric mobility, rechargeable mobility or devices.

[0197] According to one embodiment of the present invention, a robot charging system for charging an electric vehicle, a rechargeable mobility (100) or a device (hereinafter referred to as "mobility") may include an electric vehicle power supply equipment (EVSE) (210) or a primary device of a station (200); and a charging robot (300) that moves to a target location for charging the mobility (100) while being separated from the EVSE (210) or the primary device.

[0198] In a robot charging system according to one embodiment of the present invention, the charging robot (300) may include a driving module; a manipulator (330) that operates to dock or couple a first power interface (320) of the charging robot (300) and a second power interface of the mobility (100) to charge the mobility (100) at the target location; and a controller that controls the operation of at least one of the first power interface (320), the driving module, or the manipulator (330).

[0199] In a robot charging system according to one embodiment of the present invention, the manipulator (330) may include at least one of a sidearm mechanism that docks or couples with the second power interface from the side of the chargeable mobility (100) or device, an underbody mechanism that docks or couples with the second power interface from below the chargeable mobility (100) or device, or a roof or pantograph mechanism that docks or couples with the second power interface from above the chargeable mobility (100) or device.

[0200] The first power interface (320) of the charging robot (300) may be implemented to support wired power transmission or may be implemented to support wireless power transmission.

[0201] In an embodiment that supports wired power transmission, the first power interface (320) of the charging robot (300) can be docked with the second power interface of the mobility (100) to provide a direct electrical connection.

[0202] In an embodiment supporting wireless power transfer, the first power interface (320) of the charging robot (300) can be magnetically coupled with the second power interface of the mobility (100) to provide inductive power transfer (IPT).

[0203] An alternative embodiment of wireless power transfer may provide wireless power transfer by capacitive coupling.

[0204] In a robot charging system according to one embodiment of the present invention, the charging robot (300) can provide a bidirectional charging function including a grid-to-vehicle (G2V) charging mode in which power is supplied from the first power interface (320) to the second power interface, and a vehicle-to-grid (V2G) charging mode in which power is supplied from the second power interface to the first power interface (320).

[0205] In G2V charging mode, power can be transferred from the grid (30) to the mobility (100). In V2G charging mode, power can be transferred from the mobility (100) to the grid (30).

[0206] According to one embodiment of the present invention, the robot charging system may further include a ground power supply device as a charging infrastructure, which is placed on the ground to supply power to the charging robot (300) while the charging robot (300) has moved to the target location. At this time, the ground power supply device placed on the ground may be a transmission coil (250) illustrated in FIG. 2. In this embodiment, the ground power supply device may support wireless power transfer (WPT). The charging robot (300) may receive energy wirelessly from the transmission coil (250) embedded or placed on the ground while docked or coupled to the mobility (100).

[0207] According to one embodiment of the present invention, the robot charging system may further include a marker placed on the ground as charging infrastructure to indicate the location of the ground power supply device. For example, a marker may be placed on the ground where the transmitting coil (250) is buried to indicate the location of the transmitting coil (250) buried in the ground. The marker may be implemented as, for example, a QR code or an image or shape having a unique pattern.

[0208] The charging robot (300) can search for a marker placed at the location of the transmitting coil (250) using a camera or image sensor, etc., to move to the location of the transmitting coil (250).

[0209] The charging robot (300) can use the position marker of the transmitting coil (250) to precisely position itself at the target location.

[0210] After arriving at the target location, the charging robot (300) can receive power from a ground power supply device such as a transmitting coil (250) placed on the ground.

[0211] The charging robot (300) can receive power from a ground power supply device, such as a transmitting coil (250) placed on the ground, while supplying power to the mobility (100) wired or wirelessly via the first power interface (320).

[0212] Conventional electric vehicle charging involves users parking their vehicles in a charging area and connecting the charger's cable directly to the vehicle. Recently, as charging capacity continues to increase for ultra-fast charging, cables are also becoming heavier, and safety concerns are emerging due to high output. Furthermore, with the emergence of autonomous vehicles like robotaxis, this manual, cable-based charging method could be a significant inconvenience for users.

[0213] The robot charging system of the present invention can charge vehicles, mobility devices, or devices anytime, anywhere, using only a mobile robot capable of autonomous driving. This solves the problem of insufficient charging infrastructure and ensures the safety and reliability of high-power charging. Furthermore, with the advent of autonomous, unmanned vehicles, charging via mobile robots will be possible anytime, anywhere, without external user intervention, significantly contributing to user convenience and enhanced vehicle marketability.

[0214] The present invention relates to an electric vehicle robot charging system based on an autonomous mobile robot (AMR), and an example of its configuration is as shown in FIG. 2. In FIG. 2, an unmanned charging solution that does not require intervention by an external user can be implemented by using a charging robot (300) equipped with a first power interface (320) and a manipulator (330) based on an ACD-U (Automatic Connection Device - Underbody) and a mobility (100) also equipped with an ACD-U-based device.

[0215] On the mobility (100) side, a separate automatic connection device (ACD-U_Vehicle Unit) is mounted on the bottom of the vehicle, and a wireless communication controller (EVCC) for communication with the charging robot (300) is built into the vehicle. Inside the robot (300) body, a first power interface (320) and a manipulator (300) are installed as an automatic connection device (ACD-U Robot Unit) on the robot (300) side, so that it is always hidden inside the body, but when the mobility (100) is charged, it protrudes outside and moves in space on the XYZ axes. Through a charging connector that can be connected in a 360-degree direction, it is physically automatically connected to the inlet of the automatic connection device (ACD-U Vehicle Unit) on the mobility (100) side, so that wired power transmission can be provided.

[0216] In an alternative embodiment of the present invention, the automatic connection device between the charging robot (300) and the mobility (100) may be one of the ACD-S, ACD-P, or ACD-R. Furthermore, in an alternative embodiment of the present invention, the charging connection between the charging robot (300) and the mobility (100) may be a wireless power transfer (WPT) such as IPT.

[0217] FIG. 3 is a conceptual diagram illustrating an example of an ACD-U based interface in which a charging robot (300) according to one embodiment of the present invention operates to charge a vehicle or mobility (100).

[0218] Referring to FIG. 3, the first interface (320) may be an ACD-U based interface.

[0219] The first interface (320) is located below the mobility (100) and can approach the second interface (110) of the mobility (100) by the operation of the manipulator. The first interface (320) and the second interface (110) can provide two-way power transmission by wire through docking, or can be coupled to provide two-way power transmission wirelessly. The second interface (110) can be connected to the battery (120) to transmit power to the battery (120) (G2V mode), or can receive power from the battery (120) and transmit it to the first interface (320) (V2G mode).

[0220] FIG. 4 is a conceptual diagram illustrating an example of an ACD-S-based interface in which a charging robot (300) according to one embodiment of the present invention operates to charge a vehicle or mobility (100).

[0221] Referring to FIG. 4, the first interface (320) may be an ACD-S based interface.

[0222] The first interface (320) is located on the side of the mobility (100) and can approach the second interface (110) of the mobility (100) by the operation of the manipulator (330). The first interface (320) and the second interface (110) can provide two-way power transmission by wire through docking, or can be coupled to provide two-way power transmission wirelessly. The second interface (110) can be connected to the battery (120) to transmit power to the battery (120) (G2V mode), or can receive power from the battery (120) and transmit it to the first interface (320) (V2G mode).

[0223] FIG. 5 is a block diagram conceptually illustrating the system structure of a charging robot according to one embodiment of the present invention.

[0224] According to one embodiment of the present invention, a charging robot (300) for charging an electric vehicle, a rechargeable mobility (100) or a device (hereinafter referred to as "mobility") may include: a first power interface (320) for supplying power to a second power interface (110) on the mobility (100); a driving module (340) for operating the charging robot (300) to move to a target position for charging the mobility (100) while the charging robot (300) is separated from an electric vehicle supply equipment (EVSE) or a primary device of a station; a manipulator (330) for operating the first power interface (320) and the second power interface (110) to dock or couple in order to charge the mobility (100) at the target position; and a controller (310) for controlling the operation of at least one of the first power interface (320), the driving module (340) or the manipulator (330).

[0225] At this time, the controller (310) can control the operation of at least one of the first power interface (320), the driving module (340), or the manipulator (330) by cooperating with the communication controller (312), the manipulator controller (332), the sensor controller (352), or the power controller (362). Alternatively, the controller (310) can control the operation of at least one of the first power interface (320), the driving module (340), or the manipulator (330) by controlling the communication controller (312), the manipulator controller (332), the sensor controller (352), or the power controller (362).

[0226] The first power interface (320) is an interface that supports a bidirectional power transmission function and may be an interface equipped with both transmission / reception functions.

[0227] According to one embodiment of the present invention, in a charging robot (300) for charging a mobility (100), the manipulator (330) may include at least one of a sidearm mechanism that docks or couples with the second power interface (110) from the side of the chargeable mobility (100) or device, an underbody mechanism that docks or couples with the second power interface (110) from below the chargeable mobility (100) or device, or a roof or pantograph mechanism that docks or couples with the second power interface (110) from above the chargeable mobility (100) or device.

[0228] The driving module (340) can operate to allow the charging robot (300) to autonomously drive and move to the target location under the control of the controller (310).

[0229] The first power interface (320) can provide a bidirectional charging function including a grid-to-vehicle (G2V) charging mode in which power is supplied to the second power interface (110), and a vehicle-to-grid (V2G) charging mode in which power is supplied from the second power interface (110).

[0230] According to one embodiment of the present invention, a charging robot (300) for charging a mobility (100) may further include an energy storage device (360). At this time, the controller (310) may store power supplied from the EVSE (210) or the primary device of the station (200) in the energy storage device while the charging robot (300) is docked or coupled with the EVSE (210) or the primary device. The controller (310) may control the first power interface (320) and the energy storage device (360) to supply power from the energy storage device (360) to the second power interface (110) via the first power interface (320) while the charging robot (300) has moved to the target location.

[0231] According to one embodiment of the present invention, a charging robot (300) for charging a mobility (100) may further include an energy storage device (360); and an auxiliary power receiving interface (370) as a third power interface that receives power from a ground power supply device or a transmission coil (250) placed on the ground and transmits it to the energy storage device (360) when the charging robot (300) moves to the target location.

[0232] In this embodiment, the ground power supply or transmitter coil (250) can support wireless power transfer (WPT). The charging robot (300) can wirelessly receive energy from the transmitter coil (250) buried or placed on the ground while docked or coupled to the mobility (100).

[0233] The controller (310) can control the first power interface (320) and the third power interface to transmit power to the second power interface (110) via the first power interface (320) while receiving power from the ground power supply device via the third power interface.

[0234] The controller (310) can obtain the position of the ground power supply device so that the third power interface is coupled with the ground power supply device, and can control the third power interface so that the third power interface is aligned with the position of the ground power supply device.

[0235] The charging robot (300) can search for a marker placed at the location of the transmitting coil (250) using a camera or image sensor, etc., to move to the location of the transmitting coil (250).

[0236] After arriving at the target location, the charging robot (300) can receive power from a ground power supply device such as a transmitting coil (250) placed on the ground.

[0237] The charging robot (300) can receive power from a ground power supply device, such as a transmitting coil (250) placed on the ground, while supplying power to the mobility (100) wired or wirelessly via the first power interface (320).

[0238] In a charging robot (300) for charging a mobility (100) according to one embodiment of the present invention, the controller (310) can control at least one of selection of the charging robot (300), an operation of the charging robot (300) moving to the target location, or power supply via the first power interface (320) based on a user's input.

[0239] According to one embodiment of the present invention, the robot charging system may be controlled by a user. The user can remotely control the operation or function of the mobility (100) by linking with a server via a dedicated smartphone app or the IVI of the mobility (100).

[0240] In an alternative embodiment of the present invention, in the case of an unmanned vehicle, the vehicle may directly connect to a server to reserve a service and perform an automatic charging process based on the reserved service.

[0241] Referring again to FIG. 5, the charging robot (300) may include a sensor (350) for autonomous driving and a sensor controller (352) that controls the sensor (350). The sensor (350) may include a vision sensor such as a camera, a lidar sensor, a radar sensor, etc.

[0242] The charging robot (300) may further include a communication controller (312) for external communication. ISO 15118-8 / 20, an international standard for electric mobility charging communication protocols, may be applied between the charging robot (300) and the mobility (100), or a separate protocol may be applied.

[0243] The energy storage device (360) may include a high-voltage battery and / or a low-voltage battery. The high-voltage battery may be a module that stores electrical energy for bidirectional charging. The low-voltage battery may be a module that controls modules within the charging robot (300) and stores electrical energy for driving the manipulator (330), the driving module (340), and the like.

[0244] The power controller (362) may include a power circuit. The power circuit may include an insulated bidirectional DC / DC converter and a power output-side relay.

[0245] The charging robot (300) may further include an LDC (Insulated Low Voltage DC / DC) motor control unit for controlling or driving the driving module (340) and / or the manipulator (330).

[0246] The charging robot (300) can perform a role similar to a conventional charger for the mobility (100) in G2V charging mode.

[0247] In an alternative embodiment of the present invention, a separate display may be installed on the side of the charging robot (300) to display the status of the charging robot (300).

[0248] In an alternative embodiment of the present invention, advertisements may be displayed in real time on a display installed on the side of the charging robot (300). Operators of charging services utilizing autonomous robots can also generate additional revenue through advertisements.

[0249] FIG. 6 is a diagram conceptually illustrating an example of a manipulator of a charging robot according to one embodiment of the present invention operating to charge a vehicle or mobility.

[0250] FIG. 7 is a diagram conceptually illustrating an example of a manipulator of a charging robot according to one embodiment of the present invention operating to charge a vehicle or mobility.

[0251] Referring to FIGS. 6 and 7 together, the automatic coupling device (ACD) on the mobility (100) side can keep the door closed and the second power interface inside during normal driving without charging. During charging, the door of the ACD on the mobility (100) side can be opened, exposing the second power interface inside to the outside.

[0252] The second power interface on the mobility (100) side can be connected in a 360-degree direction, similar to the first power interface on the charging robot (300) side. The second power interface on the mobility (100) side can be connected to a DC / DC converter or a high-voltage battery inside the mobility (100). Electrical energy transmitted from the charging robot (300) can be stored in the high-voltage battery inside the mobility (100).

[0253] The ACD of the charging robot (300) includes a manipulator (330) and a first power interface. In a normal mode when not charging, the manipulator (330) can be kept stored inside the charging robot (330) with the door closed. When charging, the door of the charging robot (300) opens, the manipulator (330) is exposed to the outside, and can operate to dock or couple with the second power interface on the mobility (100) side.

[0254] For wireless communication between the charging robot (300) and mobility (100), ISO 15118-8 / 20 may be applied as mentioned above, or a separate protocol may be applied.

[0255] FIG. 8 is a block diagram conceptually illustrating the system structure of a charging station (200) for cooperating with a charging robot (300) according to one embodiment of the present invention.

[0256] Referring to FIG. 8, the station (200) may include a station controller, a power controller, and a communication controller.

[0257] The station (200) may include a power circuit that receives and transmits power from a power system (grid).

[0258] The power circuit of the station (200) may include a PFC, an inverter, a resonant circuit, a relay assembly, etc. The power circuit of the station (200) may further include a bidirectional AC / DC and a bidirectional DC / DC converter.

[0259] The station (200) may further include a separate power module including an SMPS.

[0260] The communication controller is a component for communication between the charging robot (300) and the station (200), but in an alternative embodiment of the present invention, it can also operate for communication between the mobility (100) and the station (200).

[0261] For communication between the station (200) and the charging robot (100), ISO 15118-8 / 20, which is used as a charging communication protocol between the mobility (100) and the charger, can be applied, similar to the communication technology between the charging robot (300) and the mobility (100) described above, or a separate protocol can be used.

[0262] At this time, the charging robot (300) can act as a vehicle that supplies energy to the station (200), and the station (200) can act as a charger.

[0263] Additionally, the station (200) can communicate in real time with an external server. A conventional charging communication protocol, such as OCPP, between a charger and a CSMS may be applied between the station (200) and the server, or a separate protocol may be applied.

[0264] The station (200) can continuously receive power from the grid and support bidirectional charging. The bidirectional charging function of the station (200) can also be operated smartly in real time in conjunction with buildings and ESS / PV.

[0265] When charging the mobility (100), the station (200) can transmit energy to the transmission coil (250). At this time, the charging robot (300) can receive energy from the transmission coil (250) and transmit energy to the mobility (100).

[0266] FIG. 9 is a flowchart illustrating a mobility charging method based on an autonomous driving robot according to one embodiment of the present invention.

[0267] Referring to FIG. 9, a mobility charging method using a charging robot according to an embodiment of the present invention may include a step (S1500) in which a charging robot including a first power interface capable of supplying power to a second power interface of an electric vehicle, a rechargeable mobility, or a device (hereinafter, “mobility”) is separated from an electric vehicle power supply equipment (EVSE) or a primary device of a station (S1300) and then drives to a target location for charging the mobility; a step (S1700) of controlling a manipulator of the charging robot so that the first power interface and the second power interface are docked or coupled so that the charging robot charges the mobility at the target location; and a step (S1800) of transmitting power between the first power interface and the second power interface.

[0268] At this time, step S1800 may support a bidirectional power transfer function, and depending on the power transfer mode, power may be transferred from the charging robot to the mobility, or conversely, power may be transferred from the mobility to the charging robot.

[0269] In a mobility charging method using a charging robot according to one embodiment of the present invention, the manipulator may include at least one of a sidearm mechanism that docks or couples with the second power interface from the side of the chargeable mobility or device, an underbody mechanism that docks or couples with the second power interface from below the chargeable mobility or device, or a roof or pantograph mechanism that docks or couples with the second power interface from above the chargeable mobility or device.

[0270] In the step (S1800) of transmitting power between the first power interface and the second power interface, power may be transmitted in either a grid-to-vehicle (G2V) charging mode in which power is supplied to the second power interface, or a vehicle-to-grid (V2G) charging mode in which power is supplied from the second power interface.

[0271] FIG. 10 is a flowchart illustrating in detail some processes of a mobility charging method based on an autonomous driving robot according to one embodiment of the present invention.

[0272] Referring to FIG. 10, a mobility charging method using a charging robot according to one embodiment of the present invention may further include a step (S1200) of storing power supplied from the EVSE or primary device of the station while the charging robot is docked or coupled with the EVSE or primary device before the charging robot is separated from the EVSE or primary device (S1300).

[0273] According to one embodiment of the present invention, a mobility charging method using a charging robot may further include a step (S1200) of determining a charging robot to move to charge mobility before the charging robot is separated from the EVSE or primary device (S1300). Step S1200 may be performed by a user of mobility, the mobility, a station, an EVSE, a charging robot, etc. in cooperation with each other, or may be performed by any one of the user of mobility, the mobility, the station, the EVSE, and the charging robot.

[0274] When a charging robot to move to charge mobility is determined (S1200), the selected charging robot can be separated from the primary device of the station (S1300).

[0275] The charging robot can determine a target location for charging (S1400).

[0276] Although FIG. 10 discloses an embodiment in which step S1400 is performed between steps S1300 and S1500, a portion of step S1400 may be performed after S1200 and before S1300, or may be performed after S1300. Another portion of step S1400 may be continuously performed while step S1500 is being performed.

[0277] FIG. 11 is a flowchart illustrating in detail some processes of a mobility charging method based on an autonomous driving robot according to one embodiment of the present invention.

[0278] Referring to FIG. 11, a mobility charging method using a charging robot according to one embodiment of the present invention may further include a step (S1900) of supplying power to the charging robot from a ground power supply device placed on the ground while the charging robot has moved to the target location (S1500).

[0279] In order for step S1900 to be performed, after the charging robot has moved to the target position (S1500), the charging robot can be precisely positioned based on the position of the ground power supply device on the ground and / or the position of the auxiliary power interface within the charging robot (S1600).

[0280] After step S1600, steps S1700 and S1800 may be performed.

[0281] Step S1900 may be performed while step S1800 is performed.

[0282] Referring to FIGS. 9 to 11 together, a mobility charging method using a charging robot according to an embodiment of the present invention may further include a step of selecting the charging robot based on a user's input. In this case, as an embodiment of step S1200, a charging robot may be selected based on a user's input. In this case, charging of the mobility may be requested based on the user's input, and the charging robot may be selected based on the specifications of the mobility, the charging capacity, the charging capability of the charging robot, etc. The process of selecting the charging robot may be performed in response to the user's input, and as described above, the user, the mobility, the station, the EVSE, and the charging robot may participate and cooperate in the process of selecting the charging robot.

[0283] In a mobility charging method using a charging robot according to one embodiment of the present invention, at least one of the steps of moving the charging robot to the target position (S1500); controlling a manipulator of the charging robot (S1700); and / or transmitting power between the first power interface and the second power interface (S1800) may be controlled based on the user's input.

[0284] FIG. 12 is a diagram conceptually illustrating a service provision process for mobility charging based on an autonomous driving robot according to one embodiment of the present invention.

[0285] Referring to FIG. 12, a service provision process is initiated in an embodiment where the robot charging system is controlled by an external user.

[0286] The robot charging system's operation can be remotely controlled by external users via a dedicated smartphone app or Mobility IVI (400) by linking with the server (S2100, S2200, S2300). In the case of unmanned vehicles, the vehicle can also directly connect to the server to schedule automatic charging services.

[0287] The robot charging system not only charges the mobility (100), but also recovers energy from the mobility (100) via an internal two-way power module. This feature allows the owner of the mobility (100) to charge the mobility (100) at home using cheap late-night electricity and then sell the energy from the mobility (100) through the robot charging system, thereby earning additional incentives.

[0288] If the service provider operates an unmanned vehicle and robot charging system together, the insufficient energy inside the robot (300) can be supplied from the vehicle and stored in a battery connected to the station (200), or sent to the building or grid power, or can be used to charge other vehicles.

[0289] After the service is started (S2300) by the user's input, the charging robot (300) performs charging communication (S2400) with the mobility (100), moves to a target position for charging the mobility (100) (S1500), performs precise positioning (S1600), and manipulator control (S1700) to supply energy to the mobility (100) (S1800).

[0290] FIG. 13 is a flowchart conceptually illustrating a charging robot control process for mobility charging based on an autonomous driving robot according to one embodiment of the present invention.

[0291] Referring to FIG. 13, in step S2210, a step of reserving a robot charging service from a user or mobility is initiated.

[0292] In connection with step S2210, a user can reserve a robot charging service via a dedicated app or the in-vehicle IVI after parking the vehicle. In unmanned vehicles, the vehicle itself can connect to the server to reserve the service.

[0293] Service reservation information may include user information, mobility information (mobility location, mobility maximum voltage / current / power, current SOC, target SOC, departure time, etc.).

[0294] Vehicle location information can also be generated by users selecting their vehicle location directly on the parking lot map via a dedicated app or IVI.

[0295] In autonomous vehicles, the vehicle can directly transmit parking location information to a server.

[0296] Service reservation information can be transmitted in the following order: app / vehicle -> server -> station -> robot.

[0297] In step S2210, which verifies the availability of the robot charging service, the robot charging system can verify whether the user can use the robot charging service. Step S2210 can determine whether the user has subscribed to the service and whether there are currently idle robots available for charging the vehicle.

[0298] If the user does not subscribe to the service, the service reservation process (S2110) may be performed again after performing the service subscription.

[0299] If there are currently no idle robots available to charge the mobility, the user can be notified of the available service times.

[0300] If the robot charging system is unavailable, the user may be notified of the service unavailability and / or termination of the service after the service is terminated.

[0301] When the robot charging service is available, the robot movement (S1500), positioning (S1600), and mobility and communication connection (S2400) steps may be performed.

[0302] At this time, the robot can move based on mobility parking location information (S1500). Additionally, the communication connection (S2400) step can also be performed based on mobility parking location information.

[0303] Upon initial charging, communication may start as a new session.

[0304] Robots may change during charging. If charging continues with a different robot, the previous communication session may be maintained.

[0305] Relative positioning between the robot and the mobility may additionally be performed. For example, relative positioning may be performed through auxiliary means (e.g., short-range communication means) such as a UWB module or LF module between the robot and the mobility.

[0306] The robot movement (S1500), positioning (S1600), and mobility and communication connection (S2400) steps can proceed to the next step after going through the robot arrival confirmation (S1510), positioning confirmation (S1610), and communication connection confirmation (S2410) steps, respectively.

[0307] At this time, the relative positioning result can be used to determine whether the robot has arrived at a position where it can dock or couple to the vehicle (S1510, S1610).

[0308] If the robot cannot move to a position where it can dock or couple to the vehicle within a set time, the service may be terminated and the user may be notified of the fact of service termination and / or the cause of service termination.

[0309] Alternatively, even if communication between the robot and the mobility is not possible, the user may be notified of the fact of service termination and / or the cause of service termination after the service is terminated.

[0310] In step S1700, the robot arm movement and the interface on the mobility side (such as a wired connection inlet or wireless power receiving pad) can be docked or coupled.

[0311] For step S1700, automatic authentication (PnC) based on secure communication (TLS) between robot and mobility can be performed.

[0312] To exchange charging parameters between the robot and the mobility system, messages containing charging parameters can be sent and received. These charging parameters may include the robot's maximum charging voltage / current / power, the robot's available battery energy, and more.

[0313] In an ACD-U based embodiment, precise positioning can be performed between the ACD-U interface of the robot and the ACD-U interface mounted on the lower part of the mobility.

[0314] For example, precise positioning can be performed at close range using permanent magnets and Hall sensors between the ACD-U_Robot interface and the ACD-U_Vehicle interface.

[0315] Based on precise positioning values, the robot ACD-U_Robot interface and the mobility sub-ACD-U_Vehicle interface can be docked or coupled. For wired power transmission, the ACD-U_Robot connector can be docked with the ACD-U_Vehicle inlet.

[0316] In ACD-S based embodiments, the vision sensor of the charging robot may be utilized to dock or couple the ACD-S interface of the robot with the ACD-S interface of the mobility side.

[0317] After step S1700, a step (S1710) of checking whether docking or coupling is complete may be performed.

[0318] For example, in a Docking embodiment, a physical connection between interfaces can be verified. Additionally, normal Docking can be determined through Control Pilot signal detection.

[0319] Even in the coupling embodiment, normal coupling can be determined by detecting the Control Pilot signal between interfaces.

[0320] If docking or coupling fails, retries may be attempted. The number of retries may be predetermined by the robot charging system.

[0321] If the number of retries due to docking or coupling failure is exceeded, the service may be terminated and the user may be notified of the fact of service termination and / or the cause of service termination.

[0322] Once docking or coupling is confirmed, power can be transferred (S1800).

[0323] FIG. 14 is a flowchart illustrating in detail one embodiment of a part (S1800) of the process of FIG. 13.

[0324] Referring to Fig. 14, when docking or coupling is completed, a step (S1810) of turning on the robot power module may be performed. At this time, a cable check and pre-charge may be performed at the request of mobility in step S1810.

[0325] After step S1810, a robot charging control step (S1820) may be performed.

[0326] As part of step S1820, a process of checking the remaining capacity of the robot battery in real time may be further included.

[0327] In Fig. 14, it can be checked whether the remaining battery capacity of the robot is insufficient in relation to step S1820 (S1832).

[0328] When the robot battery's remaining charge is low, the robot power module may be turned off (S1840). The term "robot power module" may refer to a power circuit or interface related to the high-voltage battery, which is associated with the robot's charging function.

[0329] When the remaining battery of the robot is low, another idle robot (second robot) can replace the existing robot (first robot) and continue charging, so that the first robot can return to the station after undocking or decoupling (S1850).

[0330] At this time, the communication session may be briefly suspended.

[0331] After the first robot returns to the station (S1850), the battery of the first robot can be charged via the station (S1860).

[0332] Independently of step S1860, a second robot different from the first robot among the idle robots can be determined as a robot to continue the charging service (S1220).

[0333] The second robot can replace the first robot and continue to perform charging services for the mobility. At this time, the communication session temporarily suspended in step S1850 can be resumed. In other words, the second robot can continue performing the charging service while maintaining the communication session initiated and then suspended by the first robot.

[0334] FIG. 15 is a flowchart illustrating in detail another embodiment of a part (S1800) of the process of FIG. 13.

[0335] In Fig. 15, in relation to step S1820, it can be confirmed whether the service is terminated by mobility or App (S1834).

[0336] When the service is terminated by mobility or App, the robot power module can be turned off (S1840).

[0337] After service is terminated, the robot can return to the station after undocking or decoupling (S1850).

[0338] Since the service is terminated at this time, the communication session may be terminated.

[0339] After the robot returns to the station (S1850), the robot's battery can be charged via the station (S1860).

[0340] FIG. 16 is a flowchart illustrating in detail another embodiment of a part (S1800) of the process of FIG. 13.

[0341] In Fig. 16, in relation to step S1820, it can be confirmed whether a failure of the robot charging system has occurred (S1836).

[0342] If a failure of the robot charging system is confirmed, the robot power module may be turned off (S1840).

[0343] After the robot power module is turned off, the robot can return to the station after undocking or decoupling (S1850).

[0344] Since the service is interrupted at this time, the communication session may be terminated.

[0345] After the robot returns to the station (S1850), the robot's charging system can be diagnosed via the station (S1880).

[0346] In an alternative embodiment of the present invention, another charging robot is determined among the idle robots, and charging service can be resumed by the new charging robot.

[0347] FIG. 17 is a diagram conceptually illustrating a communication sequence for mobility charging based on an autonomous driving robot according to one embodiment of the present invention.

[0348] Referring to FIG. 17, the mobility can be parked in a parking space while charging / discharging is performed between the station (200) and the robot (300) (S1100).

[0349] Service scheduling can be performed and services can be started between station (200) ~ robot (300) ~ mobility (100) ~ App / IVI (400) (S2100, S2200, S2300).

[0350] The station (200) and the robot (300) can be undocking (S1300) and the robot (300) can be moved to the mobility (100) position (S1500).

[0351] At this time, pairing, positioning, Wi-Fi Association, etc. can be performed between the robot (300) and mobility (100) (S2420).

[0352] A session setup and authentication / authorization process can be performed between the robot (300) and the mobility (100) (S2440).

[0353] Docking or coupling can be performed between the robot (300) and the mobility (100) (S1700).

[0354] Charging / discharging can be performed between the robot (300) and the mobility (100) (S1800).

[0355] Charging / discharging may end and the service may be terminated (S2460).

[0356] Undocking or decoupling can be performed between the robot (300) and the mobility (100) (S1720).

[0357] The robot (300) can leave the mobility (100) and move (S1520).

[0358] The robot (300) can be docked with the EVSE (210) of the station (200) (S1320).

[0359] The EVSE (210) of the station (200) can recharge the docked robot (300) (S1100).

[0360] In the embodiments of FIGS. 1 to 17, communication between the station and the robot can utilize a conventional charger / EVSE and mobility communication method.

[0361] In the embodiments of FIGS. 1 to 17, the charging process between the station and the robot can utilize a conventional charger / EVSE and mobility-to-mobility charging method.

[0362] At this time, the station can perform the role of a conventional charger / EVSE, and the robot can perform the role of mobility.

[0363] In the embodiments of FIGS. 1 to 17, communication between the robot and the mobility can utilize a conventional charger / EVSE and mobility communication method.

[0364] In the embodiments of FIGS. 1 to 17, the charging process between the robot and the mobility can utilize a conventional charger / EVSE and mobility-to-mobility charging method.

[0365] At this time, the robot can perform the role of a conventional charger / EVSE.

[0366] In one embodiment of the present invention, the robot can transfer power to the mobility using an interface that receives power from the station / primary device. In this case, the power interface of the robot can support bidirectional charging capabilities.

[0367] In another embodiment of the present invention, the robot can receive power from the station / primary device using a first type of interface and transfer power to the mobility device using a second type of interface. For example, the first type of interface can support wired power transfer, and the second type of interface can support wireless power transfer. In this case, each of the first type of interface and / or the second type of interface of the robot can support a bidirectional charging function.

[0368] According to one embodiment of the present invention, in a system for supplying power to an electric vehicle from a power supply device or a power supply unit (EVSE, Electric Vehicle Supply Equipment), an electric vehicle charging robot using an autonomous mobile robot (AMR, Autonomous Mobile Robot), a robot charging system, and a charging method using the same can be implemented.

[0369] According to one embodiment of the present invention, an electric vehicle charging robot, a robot charging system, and a charging method capable of interworking with an electric vehicle equipped with an in-vehicle wireless communication controller (EVCC) can be implemented.

[0370] According to one embodiment of the present invention, a charging infrastructure for an AMR-based electric vehicle charging robot, a robot charging system, and a charging method can be implemented.

[0371] According to one embodiment of the present invention, a communication procedure and a charging procedure for an AMR-based electric vehicle charging robot, a robot charging system, and a charging method can be implemented.

[0372] In the embodiments of FIGS. 1 to 17, although omitted in the drawings, a processor and a memory are electronically connected to each component to perform at least a part of operations such as requesting a robot charging service, identifying a robot charging service target, starting / ending a charging service, identifying / selecting an automatic charging robot, obtaining a target position for charging, searching for a target position, moving a robot, controlling a manipulator, or controlling a charging process, and the like. The processor may control or manage the operations of each component.

[0373] At least some of the operations such as requesting the robot charging service, identifying a robot charging service target, starting / ending the charging service, identifying / selecting an automatic charging robot, obtaining a target location for charging, searching for the target location, moving the robot, controlling a manipulator, or controlling a charging process, may be executed by the computing system (3000) of FIG. 18.

[0374] FIG. 18 is a block diagram illustrating a generalized configuration of a computing system that configures or controls at least a portion of a charging robot, a charging station, a primary device, a wired / wireless power transmitting device, a wired / wireless power receiving device, and a rechargeable mobility or device according to one embodiment of the present invention.

[0375] In addition, as an AMR system and control device for robot charging according to one embodiment of the present invention, a charging communication device for an ACD including an AMR, a control device within an AMR, a communication / communication control device included within an ACD, a wireless LAN AP (Access Point) deployed for SECC, EVCC, and EVSE, and a short-range communication device deployed in an electric vehicle or ACD, can be implemented using the computing system of FIG. 18.

[0376] A computing system (3000) according to one embodiment of the present invention may include at least one processor (3100) and a memory (3200) that stores instructions that instruct the at least one processor (3100) to perform at least one step. At least some steps of a method according to one embodiment of the present invention may be performed by the at least one processor (3100) loading and executing instructions from the memory (3200).

[0377] The processor (3100) may mean a central processing unit (CPU), a graphics processing unit (GPU), or a dedicated processor on which methods according to embodiments of the present invention are performed.

[0378] Each of the memory (3200) and the storage device (3400) may be configured with at least one of a volatile storage medium and a non-volatile storage medium. For example, the memory (3200) may be configured with at least one of a read-only memory (ROM) and a random access memory (RAM).

[0379] Additionally, the computing system (3000) may include a communication interface (3300) that performs communication via a wired / wireless network.

[0380] Additionally, the computing system (3000) may further include a storage device (3400), an input interface (3500), an output interface (3600), etc.

[0381] Additionally, each component included in the computing system (3000) can communicate with each other by being connected by a bus (3700).

[0382] A device including a processor (3100) according to one embodiment of the present invention may be, for example, a communicable desktop computer, a laptop computer, a notebook, a smart phone, a tablet PC, a mobile phone, a smart watch, smart glasses, an e-book reader, a portable multimedia player (PMP), a portable game console, a navigation device, a digital camera, a digital multimedia broadcasting (DMB) player, a digital audio recorder, a digital audio player, a digital video recorder, a digital video player, a PDA (Personal Digital Assistant), etc.

[0383] A device for obtaining information for power transmission according to one embodiment of the present invention, determining an item for a power transmission service, or determining an operating condition for power transmission may be installed on a station, a robot, and / or a mobility side in relation to a charging system for mobility, an electric vehicle power supply equipment (EVSE), and / or a charging manipulator, and may include a processor (3100) that receives and executes at least one command from a memory (3200).

[0384] A processor (3100) of a charging robot for charging an electric vehicle according to one embodiment of the present invention can perform a method executed by a computing system or controller of a robot including a charging manipulator.

[0385] An electric vehicle communication controller (EVCC) according to one embodiment of the present invention is an EVCC that is placed or mounted in an electric vehicle and is associated with a secondary assembly that receives power from a primary assembly, and includes a processor (1100) that receives and executes at least one command from a memory.

[0386] An electric vehicle power supply controller (SECC, Supply Equipment Communication Controller) according to one embodiment of the present invention is an SECC associated with a primary assembly that transmits power to electric mobility, and includes a processor (1100) that receives and executes at least one command from a memory.

[0387] Meanwhile, in an embodiment of the present invention, the process of transmitting a request, message or parameter to initiate a communication protocol or a communication session within a protocol may be initially initiated by the charging robot, or may be initiated by any one of the station and / or mobility.

[0388] In this case, it is self-evident that the communication protocol or the request, message or parameter that initiates a communication session within the protocol has substantially the same characteristics across different embodiments, except that the sender in one embodiment becomes the receiver in another embodiment, and the receiver in one embodiment becomes the sender in another embodiment.

[0389] 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.

[0390] 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.

[0391] 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.

[0392] 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.

[0393] 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. As a charging robot for charging a rechargeable mobility or device, A first power interface for supplying power to a second power interface of the rechargeable mobility or device; A driving module that operates to move the charging robot to a target location for charging the chargeable mobility or device while the charging robot is separated from the primary device of the station; A manipulator that operates to dock or couple the first power interface and the second power interface at the target location; and A controller that controls the operation of at least one of the first power interface, the driving module, or the manipulator; An autonomous driving-based charging robot, including:

2. In paragraph 1, The above manipulator, At least one of a sidearm mechanism for docking or coupling with the second power interface from the side of the chargeable mobility or device, an underbody mechanism for docking or coupling with the second power interface from below the chargeable mobility or device, or a roof or pantograph mechanism for docking or coupling with the second power interface from above the chargeable mobility or device. Autonomous driving-based charging robot.

3. In paragraph 1, The driving module operates to allow the charging robot to autonomously drive to the target location under the control of the controller. Autonomous driving-based charging robot.

4. In paragraph 1, The above first power interface, Providing a bidirectional charging function including a grid-to-vehicle (G2V) charging mode that supplies power to the second power interface, and a vehicle-to-grid (V2G) charging mode that receives power from the second power interface. Autonomous driving-based charging robot.

5. In paragraph 1, energy storage devices; Including more, The above controller, The charging robot stores power supplied from the primary device of the station in the energy storage device while docked or coupled with the primary device, Controlling the first power interface and the energy storage device so that power is supplied from the energy storage device to the second power interface via the first power interface while the charging robot moves to the target location. Autonomous driving-based charging robot.

6. In paragraph 1, energy storage devices; and A third power interface that receives power from a ground power supply device placed on the ground and transmits it to the energy storage device while the charging robot moves to the target location; including more, Autonomous driving-based charging robot.

7. In paragraph 6, The above controller, Controlling the first power interface and the third power interface to transmit power to the second power interface via the first power interface while receiving power from the ground power supply device via the third power interface; Autonomous driving-based charging robot.

8. In paragraph 6, The above controller, Obtaining the position of the ground power supply so that the third power interface is coupled with the ground power supply, Controlling the third power interface so that the third power interface is aligned with the position of the ground power supply device; Autonomous driving-based charging robot.

9. In paragraph 1, The above controller, Controlling at least one of selection of the charging robot, movement of the charging robot to the target location, or power supply via the first power interface based on user input. Autonomous driving-based charging robot.

10. A robot charging system for charging a rechargeable mobility or device, The station's primary device; and A charging robot that moves to a target location for charging the chargeable mobility or device while separated from the primary device; Including, The above charging robot, driving module; A manipulator that operates to dock or couple the first power interface of the charging robot and the second power interface of the chargeable mobility or device at the target location; and A controller that controls the operation of at least one of the first power interface, the driving module, or the manipulator; including, Robot charging system based on autonomous driving robots.

11. In paragraph 10, The above manipulator, At least one of a sidearm mechanism for docking or coupling with the second power interface from the side of the chargeable mobility or device, an underbody mechanism for docking or coupling with the second power interface from below the chargeable mobility or device, or a roof or pantograph mechanism for docking or coupling with the second power interface from above the chargeable mobility or device. Robot charging system based on autonomous driving robots.

12. In paragraph 10, The above charging robot, Providing a bidirectional charging function including a grid-to-vehicle (G2V) charging mode in which power is supplied from the first power interface to the second power interface, and a vehicle-to-grid (V2G) charging mode in which power is supplied from the second power interface to the first power interface. Robot charging system based on autonomous driving robots.

13. In paragraph 10, A ground power supply device placed on the ground to supply power to the charging robot while the charging robot is moving to the target location; including more, Robot charging system based on autonomous driving robots.

14. In paragraph 13, A marker placed on the ground to indicate the location of the ground power supply device; including more, Robot charging system based on autonomous driving robots.

15. A step of a charging robot including a first power interface capable of supplying power to a second power interface of a chargeable mobility or device, separating from a primary device of a station and driving to move to a target location for charging the chargeable mobility or device; A step of controlling a manipulator of the charging robot so that the first power interface and the second power interface are docked or coupled at the target location; and A step of transmitting power between the first power interface and the second power interface; including, Mobility charging method based on autonomous driving robots.

16. In paragraph 15, The above manipulator, At least one of a sidearm mechanism for docking or coupling with the second power interface from the side of the chargeable mobility or device, an underbody mechanism for docking or coupling with the second power interface from below the chargeable mobility or device, or a roof or pantograph mechanism for docking or coupling with the second power interface from above the chargeable mobility or device. Mobility charging method based on autonomous driving robots.

17. In paragraph 15, In the step of transmitting power between the first power interface and the second power interface, Power is transmitted in either a grid-to-vehicle (G2V) charging mode that supplies power to the second power interface, or a vehicle-to-grid (V2G) charging mode that receives power from the second power interface. Mobility charging method based on autonomous driving robots.

18. In paragraph 15, A step of storing power supplied from the primary device of the station while the charging robot is docked or coupled with the primary device before the charging robot is separated from the primary device; including more, Mobility charging method based on autonomous driving robots.

19. In paragraph 15, A step in which power is supplied to the charging robot from a ground power supply device placed on the ground while the charging robot moves to the target location; including more, Mobility charging method based on autonomous driving robots.

20. In paragraph 15, A step of selecting the charging robot based on the user's input; Including more, At least one of the steps of moving the charging robot to the target position; controlling the manipulator of the charging robot; and transmitting power between the first power interface and the second power interface; is controlled based on the user's input. Mobility charging method based on autonomous driving robots.

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