Method performed by mobility unit and method performed by aevse when mobility unit enters or leaves vicinity of aevse

Abstract

A method performed by a mobility unit, according to the present disclosure, is for when the mobility unit enters or leaves the vicinity of automated electric vehicle supply equipment (aEVSE), and comprises: the steps of, when entering, transmitting an EV entry request (EV AppProachReq) message to the aEVSE, and receiving an entry request response (EV AppProachRes) message; and the steps of, when leaving, receiving an EV leaving request (EV leavingReq) message after completion of charging, and transmitting a vehicle leaving response (EV leavingRes) message to the aEVSE.

Description

When mobility enters or leaves the vicinity of an Automatic Electric Vehicle Power Supply (AEVSE), the method of mobility and the method of AEVSE

[0001] The present disclosure relates to a method of mobility and a method of aEVSE, and more specifically, to a method of mobility and a method of aEVSE when mobility enters or leaves the vicinity of an automatic electric vehicle power supply (aEVSE).

[0002] With the recent expansion of electric vehicles (EVs), the importance of charging infrastructure based on Vehicle-to-Grid (V2G) communication between vehicles and the power grid is growing. This V2G communication is defined according to the ISO 15118 series standards and can automate procedures such as authentication, authorization, billing, and Value Added Service (VAS) of charging sessions through communication between EVs and Electric Vehicle Supply Equipment (EVSE).

[0003] Meanwhile, Automated Charging Device (ACD) technology is being newly introduced to minimize user intervention during the EV charging process. ACD technology is a mechanism that enables an EV to automatically dock with a power supply facility while parked or stationary, and it can be implemented in the form of automatic connection via the underside or side of the vehicle (ACD-U, ACD-S) or pantograph-type connection (ACD-P).

[0004] While existing ISO 15118-2 and 15118-20 standards define charging and payment procedures, they do not clearly define the communication sequences or cooperation structures between actors regarding the process of a vehicle entering or leaving the vicinity of an automated electric vehicle power supply unit (aEVSE). In other words, the procedures for how an EV initiates communication with the aEVSE, aligns the parking location, and prepares for docking when approaching the physical location of a charging station are not standardized. Furthermore, even when leaving after charging is complete, payment, session release, and integration with value-added services are processed in a decentralized manner, making it difficult to secure a consistent communication structure.

[0005] In addition, despite the involvement of multiple secondary actors such as charging station operators (CSO), area management systems (ASM), e-mobility service providers (eMSP), value-added service systems (VAS), and distribution network operators (DSO), the order and roles of message exchange among them are not standardized, which increases complexity in the actual operation of charging infrastructure.

[0006] Consequently, existing V2G communication systems faced difficulties in automating EV access and exit procedures or performing service reselection and re-reservation functions, and there were issues with degraded charging efficiency and user experience in charging environments based on Automatic Charging Devices (ACD).

[0007] The technical problem that the present disclosure aims to solve is to provide a method of mobility and a method of an aEVSE that can fully automate charging preparation, docking, payment, session termination, and supplementary service linkage procedures by standardizing a series of communication procedures performed when an EV enters the vicinity or leaves the vicinity of an automatic electric vehicle power supply unit (aEVSE) and defining a cooperative structure between the vehicle (EV), the automatic electric vehicle power supply unit (aEVSE), and a plurality of secondary actors (ASM, CSO, eMSP, etc.).

[0008] A method of mobility according to the present disclosure for solving such technical problems comprises, when the mobility enters or leaves the vicinity of an automatic electric vehicle power supply unit (aEVSE), the method of mobility including: when entering, transmitting an EV Approach Req message to the aEVSE; and in response to the EV Approach Req message, receiving an EV Approach Res message from the aEVSE; and when leaving, receiving an EV Leaving Req message from the aEVSE after charging is complete; and in response to the EV Leaving Req message, transmitting an EV Leaving Res message to the aEVSE.

[0009] The above EV Approach Req message includes at least one of the Vehicle ID parameter, Reservation ID parameter, Vehicle Location parameter, or Attach Type parameter within the communication range of aEVSE, and the above EV Approach Res message includes at least one of the Response Code parameter, aEVSE ID parameter, Attach Type parameter, ACDA Availability parameter, Target Spot Position parameter, Parking Spot parameter, or Ready Docking parameter from aEVSE.

[0010] The EVLeavingReq message may include at least one of an EVStatus parameter and an estimated LeavingTime, and the EVLeavingRes message may include at least one of a ResponseCode parameter and an EVLeavingStatus parameter.

[0011] The method of such mobility may further include the step of, upon exiting, receiving a BillingReq message from an automatic electric vehicle power supply unit (aEVSE) after charging is complete, the BillingReq message including at least one of a TransactionID parameter, a TotalCost parameter, or a MeteringData parameter, and in response to this, transmitting a BillingRes message to the aEVSE including at least one of a ResponseCode parameter or a PaymentFinish parameter, and receiving a BillingConfirm message from the aEVSE to be notified of the completion of the payment procedure.

[0012] The step of receiving the above EVLeavingReq message is mobile payment, plug and charge (PnC) or

[0013] It can be performed after payment is completed using either Park & ​​Charge (PnC) or External Identification Means (EIM).

[0014] The method of such mobility may further include the step of, upon departure, receiving an EV Leaving Req message from an automatic electric vehicle power supply unit (aEVSE), the vehicle control module (VCMS, EVCC) of the mobility transmitting a Prepare VAS Req message to the orchestration system (OS) of the mobility, and in response to the request, the vehicle control module (VCMS, EVCC) receiving a Prepare VAS Req message from the OS.

[0015] The above PrepareVASReq message includes at least one of an OSReCheck parameter and a ServiceID parameter, and the above PrepareVASRes message may include at least one of a ResponseCode parameter, an OSStatus parameter, or a SupportedVASList parameter.

[0016] When leaving, after the mobility sends an EV Leaving Res message to an automatic electric vehicle power supply unit (aEVSE), the Area Management System (ASM) sends an Additional Service Req message to an e-mobility Service Provider (eMSP), and the eMSP sends a Service Reselection Req message to a user terminal. After the eMSP receives a Service Reselection Res message from the user terminal, the eMSP can send an Additional Service Res message containing the response result to the ASM.

[0017] The above AdditionalServiceReq message may include at least one of the ASMServiceList parameter, StationStatus parameter, EquipmentStatus parameter, or ASMStatus parameter, the above ServiceReselectionReq message may include at least one of the ASMStatus parameter and ServiceType parameter, the above ServiceReselectionRes message may include at least one of the ResponseCode parameter, Timeout parameter, SelectedService parameter, SelectedMode parameter, or ReservationTime parameter, and the above AdditionalServiceRes message may include at least one of the ResponseCode parameter, Timeout parameter, SelectedService parameter, SelectedMode parameter, or ReservationInfo parameter.

[0018] The method of such mobility may further include the step of, after the step of transmitting the EVLeavingRes message to aEVSE upon departure, receiving a session termination request (ACDSessionStopReq) message from aEVSE to terminate the automatic charging device (ACD) session after the departure of the mobility is approved; and the step of transmitting a session termination response (ACDSessionStopRes) message to aEVSE in response thereto.

[0019] The above ACDSessionStopReq message includes at least one of a ChargingSession parameter, a TerminationCode, or a TerminationDescription, and the above ACDSessionStopRes message may include at least one of a ResponseCode parameter or a TerminationStatus parameter.

[0020] Meanwhile, a method of aEVSE according to the present disclosure for solving such technical problems comprises, when a mobility enters or leaves the vicinity of an automatic electric vehicle power supply unit (aEVSE), a method of aEVSE including: receiving an EV Approach Req message from the mobility upon entry; and transmitting an EV Approach Res message to the mobility in response to the EV Approach Req message; and upon leaving, transmitting an EV Leaving Req message to the mobility after charging is complete; and receiving an EV Leaving Res message from the mobility in response to the EV Leaving Req message.

[0021] The above EV Approach Req message includes at least one of the Vehicle ID parameter, Reservation ID parameter, Vehicle Location parameter, or Attach Type parameter within the communication range of aEVSE, and the above EV Approach Res message includes at least one of the Response Code parameter, aEVSE ID parameter, Attach Type parameter, ACDA Availability parameter, Target Spot Position parameter, Parking Spot parameter, or Ready Docking parameter from aEVSE.

[0022] The EVLeavingReq message may include at least one of an EVStatus parameter and an estimated LeavingTime, and the EVLeavingRes message may include at least one of a ResponseCode parameter and an EVLeavingStatus parameter.

[0023] The method of such aEVSE may further include the step of, upon exiting, sending a BillingReq message to the mobility after charging is complete, the message including at least one of a TransactionID parameter, a TotalCost parameter, or a MeteringData parameter; receiving a BillingRes message from the mobility that includes at least one of a ResponseCode parameter or a PaymentFinish parameter; and sending a BillingConfirm message to the mobility to notify the completion of the payment process.

[0024] The step of transmitting an EVLeavingReq message can be performed after payment is completed using one of the following methods: Mobile Pay, Plug & Charge (PnC), Park & ​​Charge (PnC), or External Identification Means (EIM).

[0025] When exiting, the automatic electric vehicle power supply unit (aEVSE) may proceed to the step of receiving an EVLeavingRes message from the mobility, after which, upon receiving the EVLeavingReq message, an additional service preparation request (PrepareVASReq) and an additional service preparation response (PrepareVASRes) message are exchanged between the vehicle control module (VCMS, EVCC) and the orchestration system (OS) of the mobility, and the aEVSE receives an EVLeavingRes message.

[0026] The above PrepareVASReq message includes at least one of an OSReCheck parameter and a ServiceID parameter, and the above PrepareVASRes message may include at least one of a ResponseCode parameter, an OSStatus parameter, or a SupportedVASList parameter.

[0027] When leaving, after the aEVSE receives the EVLeavingRes message from the mobility, the Area Management System (ASM) sends an Additional Service Req message to the e-mobility Service Provider (eMSP), and the eMSP sends a Service Reselection Req message to the user terminal. After the eMSP receives a Service Reselection Res message from the user terminal, the eMSP can send an Additional Service Res message containing the response result to the ASM.

[0028] The above AdditionalServiceReq message may include at least one of the ASMServiceList parameter, StationStatus parameter, EquipmentStatus parameter, or ASMStatus parameter, the above ServiceReselectionReq message may include at least one of the ASMStatus parameter and ServiceType parameter, the above ServiceReselectionRes message may include at least one of the ResponseCode parameter, Timeout parameter, SelectedService parameter, SelectedMode parameter, or ReservationTime parameter, and the above AdditionalServiceRes message may include at least one of the ResponseCode parameter, Timeout parameter, SelectedService parameter, SelectedMode parameter, or ReservationInfo parameter.

[0029] The method of such aEVSE may further include the step of, after receiving the EVLeavingRes message from the mobility upon departure, sending a SessionStopReq message to the mobility to terminate the automatic charging device (ACD) session after the departure of the mobility is approved; and receiving a SessionStopRes message from the mobility in response thereto.

[0030] The above ACDSessionStopReq message includes at least one of a ChargingSession parameter, a TerminationCode, or a TerminationDescription, and the above ACDSessionStopRes message may include at least one of a ResponseCode parameter or a TerminationStatus parameter.

[0031] According to the method of the mobility and automatic electric vehicle power supply device (aEVSE) of the present invention, all service procedures that occur when the mobility enters or exits the communication range of the aEVSE are automatically performed based on standardized messages, thereby enabling charging preparation, payment, session termination, vehicle exit, and re-selection of additional services to be performed organically without user intervention.

[0032] FIG. 1 is a flowchart illustrating an automatic charging session procedure between a mobility device and an automatic electric vehicle power supply (aEVSE) according to an embodiment of the present invention.

[0033] FIG. 2 is a diagram illustrating an example of a state flow representing a communication procedure between an electric vehicle (EV) and an automatic electric vehicle power supply (aEVSE) according to the present invention.

[0034] Figures 3a and 3b are diagrams illustrating the documentation system of the ISO 15118 3rd Generation (V2G-CI 3rd Generation) communication structure.

[0035] FIGS. 4a and 4b are diagrams showing the configuration of primary actors and secondary actors for performing entry and exit scenarios near an automatic electric vehicle power supply (aEVSE) according to the present invention.

[0036] FIG. 5 is a system configuration diagram illustrating the communication structure between an electric vehicle (EV), an automatic electric vehicle power supply (aEVSE), and various infrastructure operators according to the present invention.

[0037] FIG. 6 is a sequence diagram illustrating a communication procedure performed when an electric vehicle (EV) according to the present invention enters the vicinity of an automatic electric vehicle power supply unit (aEVSE).

[0038] FIGS. 7a and 7b are sequence diagrams illustrating a Leaving vicinity of aEVSE scenario according to the present invention, that is, a communication procedure for a payment service after an electric vehicle (EV) has finished charging in an automatic electric vehicle power supply (aEVSE).

[0039] FIGS. 8a and 8b are sequence diagrams illustrating an ASM-based vehicle exit and service reselection procedure according to an embodiment of the present invention.

[0040] FIG. 9 is a block diagram illustrating a generalized configuration for performing a method of mobility and a method of aEVSE according to one embodiment of the present disclosure.

[0041] In addition to the above objectives, other objectives and features of the present invention will become apparent through the description of embodiments with reference to the accompanying drawings.

[0042] The present invention is capable of various modifications and may have various embodiments, and specific embodiments are illustrated in the drawings and described in detail. However, this is not intended to limit the invention to specific embodiments, and it should be understood that the invention includes all modifications, equivalents, and substitutions that fall within the spirit and scope of the invention.

[0043] Terms such as first, second, A, B, etc., may be used to describe various components, but said components should not be limited by said terms. These terms are used solely for the purpose of distinguishing one component from another. For example, without departing from the scope of the present invention, the first component may be named the second component, and similarly, the second component may be named the first component. The term "and / or" includes a combination of a plurality of related described items or any of a plurality of related described items.

[0044] In the embodiments of the present application, "at least one of A and B" may mean "at least one of A or B" or "at least one of one or more combinations of A and B". Additionally, in the embodiments of the present application, "at least one of A and B" may mean "at least one of A or B" or "at least one of one or more combinations of A and B".

[0045] When it is stated that one component is "connected" or "connected" to another component, it should be understood that while it may be directly connected or connected to that other component, there may also be other components in between. On the other hand, when it is stated that one component is "directly connected" or "directly connected" to another component, it should be understood that there are no other components in between.

[0046] The terms used in this application are used merely to describe specific embodiments and are not intended to limit the invention. The singular expression includes the plural expression unless the context clearly indicates otherwise. In this application, terms such as "comprising" or "having" are intended to specify the presence of the features, numbers, steps, actions, components, parts, or combinations thereof described in the specification, and should be understood as not precluding the existence or addition of one or more other features, numbers, steps, actions, components, parts, or combinations thereof.

[0047] Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as generally understood by those skilled in the art to which the present invention pertains. Terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with their meaning in the context of the relevant technology, and should not be interpreted in an ideal or overly formal sense unless explicitly defined in this application.

[0048] Meanwhile, even if technology is known prior to the filing date of this application, it may be included as part of the composition of the present invention if necessary, and such details are described in this specification to the extent that they do not obscure the spirit of the present invention. However, in describing the composition of the present invention, detailed descriptions of matters that are known prior to the filing date and are obvious to those skilled in the art may obscure the spirit of the present invention; therefore, overly detailed descriptions of known technology are omitted.

[0049] For example, technologies such as the setup, association, pairing, localization, positioning, and docking / undocking control before performing charging of an electric vehicle using mobile communication technologies such as Wi-Fi or 5G, but using a single layer of communication technology, or technologies for transmitting and receiving information necessary to perform each process, may be used as technologies known prior to the filing of the present invention, and at least some of these known technologies may be applied as elemental technologies necessary for implementing the present invention.

[0050] However, the purpose of the present invention is not to claim rights to these prior art technologies, and the content of the prior art technologies may be included as part of the present invention to the extent that it does not deviate from the purpose of the present invention.

[0051] Some terms used in this specification are defined as follows.

[0052] An electric vehicle (EV) may refer to an automobile as defined in 49 CFR (code of federal regulations) 523.3, etc. An electric vehicle is capable of using highways and may be powered by electricity supplied from an onboard energy storage device, such as a battery, that can be recharged from a power source outside the vehicle. The power source may include residential areas, public electricity services, or generators using onboard fuel.

[0053] Electric vehicles (EVs) may be referred to as electric cars, electric automobiles, ERVs (electric road vehicles), PVs (plug-in vehicles), xEVs (plug-in vehicles), etc., and xEVs may be referred to or distinguished as BEVs (plug-in all-electric vehicles or battery electric vehicles), PEVs (plug-in electric vehicles), HEVs (hybrid electric vehicles), HPEVs (hybrid plug-in electric vehicles), PHEVs (plug-in hybrid electric vehicles), etc.

[0054] 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.

[0055] A plug-in vehicle (PV) may be referred to in this specification as a vehicle capable of being recharged via a wireless charging method without using a physical plug and socket from an Electric Vehicle Supply Equipment (EVSE).

[0056] 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).

[0057] Light-duty plug-in electric vehicles may refer to three- or four-wheeled vehicles propelled by an electric motor powered by a rechargeable battery or other energy device, intended for use primarily on public streets, roads, and highways. Light-duty plug-in electric vehicles may be defined as having a gross weight of less than 4.545 kg.

[0058] 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 transmission, alignment, and communication.

[0059] Wireless power transfer (WPT) can refer to the transmission of electrical power from an AC power supply network, such as a utility or grid, to an electric vehicle via contactless means.

[0060] A utility provides electrical energy and can typically be referred to as a set of systems including a Customer Information System (CIS), Advanced Metering Infrastructure (AMI), and Rates and Revenue system. The utility enables plug-in electric vehicles to utilize energy through price tags or discrete events. Additionally, the utility may provide information regarding tariff rates, intervals for metered power consumption, and verification of electric vehicle programs for plug-in electric vehicles.

[0061] Smart charging can be described as a system in which EVSEs and / or electric vehicles (including plug-in hybrid electric vehicles) communicate with the power grid to optimize the vehicle's charging or discharging rate in terms of grid capacity or usage cost ratio.

[0062] Automatic charging can be defined as the operation of positioning a vehicle at an appropriate location relative to a primary charger assembly capable of transmitting power and performing conductive or inductive charging. Automatic charging can be performed after obtaining the necessary authentication and authorization.

[0063] Interoperability can refer to the state in which components of relative systems can work together to perform the intended operation of the entire system. Information interoperability can refer to the ability of two or more networks, systems, devices, applications, or components to safely and effectively share and easily use information with little to no inconvenience to users.

[0064] An inductive charging system may refer to a system that electromagnetically transmits energy in the forward direction from an electric vehicle to an electric vehicle through a transformer in which two parts are loosely coupled. In this embodiment, the inductive charging system may correspond to an electric vehicle charging system.

[0065] An inductive coupler can refer to a transformer formed by a primary device and a secondary device that transmits power through electrical isolation.

[0066] Inductive coupling may refer to magnetic coupling between two coils. The two coils may refer to a primary coil / ground assembly coil and a secondary coil / vehicle assembly coil.

[0067] The supply power circuit (SPC) / ground assembly (GA) may refer to an assembly placed on the primary side / ground assembly or infrastructure side, including a primary side coil / GA coil and other suitable components. Other suitable components may include at least one component for controlling impedance and resonant frequency, ferrite for reinforcing the magnetic path, and electromagnetic shielding material. For example, the SPC or GA may include a power / frequency converter necessary to function as a power source for a wireless charging system, wiring from the SPC controller / GA controller and grid, and wiring between each unit and filtering circuits, housing, etc.

[0068] An EV power circuit (EVPC) / vehicle assembly (VA) may refer to an assembly placed in a vehicle, comprising a secondary coil / VA coil and other suitable components. Other suitable components may include at least one component for controlling impedance and resonant frequency, ferrite for reinforcing magnetic paths, and electromagnetic shielding materials. For example, the EVPC or VA may include wiring between each unit and filtering circuits, housings, etc., as well as wiring between the rectifier / power converter, EVPC controller / VA controller, and vehicle battery, which are necessary to function as vehicle components of a wireless charging system.

[0069] The aforementioned SPC may be referred to or distinguished as a ground assembly (GA), and similarly, the EVPC may be referred to or distinguished as a vehicle assembly (VA).

[0070] The aforementioned GA may be referred to as a primary device (PD), a primary-side device, etc., and similarly, VA may be referred to as a secondary device (SD), a secondary-side device, etc.

[0071] The aforementioned GA may be referred to as a supply device, power supply side device, etc., and similarly, VA may be referred to as an electric vehicle device, electric vehicle side device, etc.

[0072] The primary device may be a device that provides contactless coupling to the secondary device, i.e., a device outside the electric vehicle. The primary device may be referred to as the primary side device. When the electric vehicle receives power, the primary device may operate as a power source that transmits power. The primary device may include a housing and all covers.

[0073] A secondary device may be an onboard device for an electric vehicle that provides contactless coupling to a 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.

[0074] Supply power electronics may be part of an SPC or GA that controls the output power level for the primary coil / GA coil based on information from the vehicle. EV power electronics may be part of an EVPC or VA that controls the output power level by monitoring specific vehicle parameters during charging and initiating communication with the SPC or GA.

[0075] The aforementioned supply power electronics may be referred to as ground assembly electronics (GA electronics), ground assembly controller (GA controller), or primary device communication controller (PDCC), and the EV power electronics may be referred to as vehicle assembly electronics (VA electronics), vehicle assembly controller (VA controller), or electric vehicle communication controller (VA controller).

[0076] The magnetic gap may refer to the vertical distance between the highest plane of the upper part of the litz wire or the upper part of the magnetic material of the primary coil / GA coil and the lowest plane of the lower part of the litz wire or the secondary coil / VA coil when they are aligned with each other.

[0077] Ambient temperature may refer to the ground level temperature measured in the atmosphere of a target subsystem that is not exposed to direct sunlight.

[0078] Vehicle ground clearance may refer to the vertical distance between the road or road pavement and the lowest point of the vehicle floor pan.

[0079] Vehicle magnetic ground clearance may refer to the vertical distance between the lowest plane of the floor of the Litz line or the insulating material of the secondary coil / VA coil mounted on the vehicle and the road pavement.

[0080] The secondary coil surface distance / vehicle assembly (VA) coil surface distance may refer to the vertical distance between the plane at the bottom 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 wrapped in protective cover material and coil packaging material.

[0081] The aforementioned secondary coil may be referred to as a VA coil, vehicle coil, receiver coil, etc., and similarly, the primary coil may be referred to as a ground assembly coil (GA coil), transmit coil, etc.

[0082] 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 does not normally conduct electricity but can conduct electricity in the event of a failure.

[0083] A hazardous live component may refer to a live component capable of delivering a hazardous electric shock under certain conditions.

[0084] A live component can refer to any conductor or conductive part that is electrically active in its basic application.

[0085] Direct contact can refer to contact with a living being, such as a person.

[0086] Indirect contact may refer to contact with an exposed, conductive, electrically conductive active component due to insulation failure (see IEC 61140).

[0087] Alignment may refer to a procedure for finding the relative position of a secondary device to a primary device for defined efficient power transmission and / or a procedure for finding the relative position of a primary device to a secondary device. In this specification, alignment may refer to the positional alignment of a wireless power transmission system, but is not limited thereto.

[0088] Pairing may refer to a procedure in which a vehicle (electric vehicle) is associated with a single dedicated ground assembly (primary device) positioned to transmit power. In this specification, pairing may include a procedure in which a charging spot or a specific SPC / ground assembly is associated with an EVPC / vehicle assembly controller.

[0089] Correlation / Association may include the procedure for establishing a relationship between two peer communication entities.

[0090] Command and control communication may refer to communication between an electric vehicle power supply unit and an electric vehicle that exchanges information necessary for the start, control, and termination of the wireless power transmission process.

[0091] High-level communication can process all information exceeding that handled by command and control communication. Power line communication (PLC) can be used as the data link for high-level communication, but is not limited thereto.

[0092] Low power excitation may refer to, but is not limited to, activating the electric vehicle to detect a primary device in order to perform precision positioning and pairing, and the reverse is also possible.

[0093] An SSID (Service Set Identifier) ​​is a unique 32-character identifier attached to the header of packets transmitted over a wireless LAN. The SSID distinguishes the Basic Service Set (BSS) that a wireless device intends to connect to. Fundamentally, the SSID distinguishes multiple wireless LANs from one another. Therefore, all access points (APs) and all terminal / station devices attempting to use a specific wireless LAN can use the same SSID. Devices that do not use a unique SSID cannot join the BSS. Since the SSID is displayed in plain text, it may not provide any security features to the network.

[0094] ESSID (Extended service set identifier) ​​is the name of the network you want to connect to. It is similar to SSID but can be a more extended concept.

[0095] The BSSID (Basic Service Set Identifier) ​​is typically 48 bits long and is used to distinguish a specific BSS (Basic Service Set). In the case of an infrastructure BSS network, the BSSID can be the MAC (Medium Access Control) of an AP device. In the case of an independent BSS or ad hoc network, the BSSID can be generated as a random value.

[0096] A charging station may include at least one ground assembly and at least one ground assembly controller that manages at least one ground assembly. A ground assembly may be equipped with at least one wireless communication device. A charging station may refer to a place equipped with at least one ground assembly installed in a home, office, public place, road, parking lot, etc.

[0097] In this specification, the term "association" may be used to refer to the procedure for establishing wireless communication between an Electric Vehicle Communication Controller (EVCC) and a Supply Equipment Communication Controller (SECC) that controls charging infrastructure.

[0098] A 'Smart Grid' can refer to a system in which power plants, power generation units, energy storage systems, etc., are all connected in an intelligent manner through network facilities and implemented to exchange messages based on information and communication technology.

[0099] 'OEM (Original Equipment Manufacturer)' can refer to a top-level certification authority (CA) that issues OEM root certificates as a server operated by an electric vehicle manufacturer.

[0100] A 'charging station' may refer to a facility that includes one or more EV supply equipment (EVSE), smart meters, and other technical equipment necessary for charging an electric vehicle (EV).

[0101] An EV Supply Equipment (EVSE) is a device that forms part of a charging station that supplies energy to an electric vehicle via an outlet, and can refer to a device connected to a smart meter to measure energy.

[0102] A 'Charging station (CS)' may refer to a facility that includes one or more EV power supply units and actually performs charging for EVs.

[0103] A charging station may include at least one ground assembly and at least one ground assembly controller that manages at least one ground assembly. A ground assembly may include at least one wireless communication device. A charging station may refer to a place including at least one ground assembly installed in a home, office, public place, road, parking lot, etc.

[0104] 'Charging station operator (CSO)' may refer to an entity that manages electricity to provide requested energy transmission services, and may be a term synonymous with 'charge point operator (CPO).'

[0105] A 'Charge service provider (CSP)' may refer to an entity that manages and authenticates EV user credentials and provides billing and other value-added services to customers; it can be considered a special type of MO and may be implemented in a combined form with an MO.

[0106] A 'Charge Point Operator (CPO)' may refer to a company or organization that has authority over the location where a charging station is situated to allow physical access to the charging station, or it may refer to a communication node or entity that manages the charging station and uses information and communication technology to authorize and control the charging process carried out by individual electric vehicle power supply units (EVSEs).

[0107] A 'Mobility Operator (MO)' may refer to a legal entity that forms a contractual relationship with an end user or company regarding charging, serving as the legal basis for the authorization of charging and payment at charging stations.

[0108] Electric Mobility Provider (EMP), Electric Mobility Service Provider (eMSP), and Mobility Service Provider (MSP) may be used with a similar meaning to Mobility Operator.

[0109] Additionally, a 'Mobility operator (MO)' may refer to a service provider that has entered into a contractual relationship with an EV owner regarding charging, authorization, and payment, enabling EV drivers to charge their EVs at charging stations.

[0110] A 'Clearing House (CH)' is an entity that handles cooperation matters among MOs, CSPs, and CSOs, and can act as an intermediary to facilitate approval, billing, and settlement procedures for EV charging service roaming, particularly between two settlement or clearing parties.

[0111] 'Roaming' may refer to 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.

[0112] "Credential" is a physical or digital asset representing the personal information of an EV or EV owner, and may include cryptographic information used to verify identity, such as passwords, public key / private key pairs used in public key cryptographic algorithms, public key certificates issued by certification authorities, and information related to trusted root certification authorities.

[0113] A 'certificate' can refer to an electronic document that binds a public key to an ID via a digital signature.

[0114] A 'service session' may refer to a set of services related to electric vehicle charging at a charging point, assigned to a customer within a specific timeframe with a unique identifier.

[0115] 'Plug-and-Charge (PnC)' may refer to a process in which authentication, authorization, load control, and payment are performed automatically without the need for additional user interaction, simply by the user plugging the electric vehicle into the electric vehicle power supply. Alternatively, PnC may refer to identification and authorization modes for such automated processes. PnC can be performed by applying X.509 certificates, verifying signatures, and transmitting them.

[0116] 'Park-and-Charge (PnC)' may refer to a process in which authentication, authorization, load control, and payment are performed automatically without the need for additional user interaction, provided that the user simply aligns the electric vehicle with the electric vehicle power supply or primary assembly. Alternatively, PnC may refer to identification and authorization modes for such automated processes. PnC can be performed by applying X.509 certificates and verifying and transmitting signatures.

[0117] 'Public Key Infrastructure (PKI)' may refer to a system for the generation, storage, redistribution, and revocation of digital signatures used to verify special public keys belonging to a specific person or object.

[0118] 'External Identification Means (EIM)' may refer to any external means by which a driver can authenticate and authorize themselves for a charging session taking place at a charging station. Examples include cash payment, prepaid cards, credit cards, debit cards, NFC, RFID, and SMS. EIM can configure two authentication modes in conjunction with PnC.

[0119] "Sales Tariff" may refer to a function that provides price-related information over time. Specifically, it may refer to an input provided by a mobility operator that enables the EV Communication Controller (EVCC) to calculate a charging schedule. The sales tariff may be a concept intended to provide incentives to electric vehicles that charge within a specific time slot for a preferred amount of power. A use case related to the sales tariff may be price information for power provided by a mobility operator that authenticates a charging session through a valid contract, wherein the contract may be authenticated by a contract certificate installed in the electric vehicle by the driver themselves or the vehicle sharing operator to which the vehicle belongs.

[0120] Furthermore, 'sales rate' may refer to a concept intended to promote the utilization of renewable energy, such as solar panels or wind turbines, by providing incentives to electric vehicles that charge during predictable time periods, such as using renewable energy. In some cases, the term may refer to the sales rate by including not only the price information of electricity but also the time slot associated with that price information.

[0121] A 'Secondary Actor' may refer to any party involved in the charging process that is not an EVCC or SECC. A Secondary Actor may be involved in the charging process by providing information related to the charging process, and examples of Secondary Actors include Charging Point Operators (CPO) and Mobility Operators (MO).

[0122] 'e-Mobility Account Identifier (eMAID)' may refer to a unique EV identifier that links a contract certificate to an EV owner's billing account.

[0123] An 'E-Mobility Account ID (EMAID)' may refer to a single contract certificate issued for each legal contract entered into between a mobility operator and a customer for electric vehicle charging. An EMAID may allow for the pseudonymization of personal data and may be valid only for a limited period, such as the lifetime of the legal contract. Unlike a Vehicle Identification Number (VIN), an EMAID may not allow for the long-term evaluation of customer or vehicle data. An EMAID may be introduced as a temporary identifier that can be granted using different authentication media for single, temporary, and short-term contracts, such as family vehicles or car-sharing agreements; furthermore, since one person may hold an EMAID for each of multiple contracts, it may be utilized for purposes different from personal identification information.

[0124] In the present disclosure, Vehicle-to-Grid (V2G) communication is defined in the ISO 15118 standard and can be designed to correspond to the OSI 7 layers. That is, the Open Systems Interconnection (OSI) may be a "conceptual model for standardizing the communication functions of communication or computing systems regardless of the internal structure and technology involved."

[0125] The ISO 15118 standard is characterized by its purpose of establishing and implementing charging and payment processes for electric vehicles, and it also includes the ability to adopt and utilize various information and communication technologies for this purpose. In other words, while it includes information and communication technology elements mapped to the OSI 7-layer model, the primary focus is on application-related features, as the objective is to establish charging and payment processes for electric vehicles.

[0126] The V2G communication interface specified in the ISO 15118 standard may include digital, IP-based protocols. In this case, communication between an electric vehicle (EV) and an electric vehicle power supply unit (EVSE), and communication between an electric vehicle power supply unit (EVCC) and a supply equipment communication controller (SECC) may be included in the V2G communication interface specified in the ISO 15118 standard.

[0127] V2G communication interfaces and ISO 15118 standards may be intended to enable user-friendly mechanisms that can perform authentication, authorization, and payment at charging stations without the need for separate user interaction.

[0128] Electric vehicles can be integrated into smart grids to provide flexible load control and valuable grid services capable of responding to diverse driving habits without compromising those habits. To avoid the need for additional grid components to supply power during peak demand caused by highly variable load fluctuations, the energy from electric vehicles can be considered as one of the energy sources within the smart grid. Furthermore, methods to provide appropriate incentives to electric vehicles to enable the smart grid to induce the expansion of renewable energy in the long term can also be considered to promote the activation of the smart grid.

[0129] The OSI Layer 5 Vehicle-to-Grid Transfer Protocol (V2GTP) can be understood as essentially a session wrapper for application layer messages. In this context, application layer messages may be referred to as so-called V2G messages. The V2GTP protocol may include header and payload definitions to enable efficient identification and processing of V2G messages.

[0130] Autoconnect Charging Device or Automatic Charging Device (ACD) technology can be implemented based on the provisions in ISO / IEC 15118 Edition 2, ISO 15118-20, which specify that at least part of the charging process is performed by controlling a robot or automated device using wireless communication.

[0131] As an example of ACD technology, types such as ACD-U (Underbody), ACD-S (Sidearm), or ACD-P (Pantograph) have been proposed based on the direction in which the ACD equipment on the EVSE side approaches the electric vehicle and / or the position of the ACD equipment on the EVSE side relative to the electric vehicle, and additional ACD types may be included in the future as wired / wireless charging technology expands.

[0132] The ACD charging communication method described below can be configured to define a new namespace, change message parameters, change the message sequence, and use a docking-undocking-pairing mechanism in ISO 15118 ACD charging communication over a WLAN. Additionally, the ACD charging communication method can be configured to define VSE additional information parameters for ACD-U or ACD-S.

[0133] A VSE (Vendor Specific Element) may refer to a data format containing information about the types of EVSEs available at the current location in ISO 15118-based communication.

[0134] Hereinafter, preferred embodiments of the present invention will be described in more detail with reference to the attached drawings. In order to facilitate an overall understanding of the present invention, the same reference numerals are used for identical components in the drawings, and redundant descriptions of identical components are omitted.

[0135] Details of the present invention will be explained below through the embodiments of FIGS. 2 to 9.

[0136] FIG. 1 is a flowchart illustrating the approaching, docking, power transfer, payment, close session, and departure procedures of electric mobility according to one embodiment of the present disclosure in steps.

[0137] The details described in this disclosure regarding electric vehicles, electric vehicles (EVs), or electric mobility may be applied without limitation to various types of electric mobility capable of driving using electric energy. In this context, electric mobility may refer to not only mobility that drives solely on electric energy but also various types of hybrid electric mobility that utilize other energy sources in combination.

[0138] Even when targeting various types of electric mobility, 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. In other words, matters related to EVSE, aEVSE, EVCC, etc. in this disclosure may also be applied to electric mobility. Furthermore, matters described in relation to EVSE in this disclosure may also be applied to aEVSE.

[0139] Power is supplied to the EVSE or aEVSE from a power supply network, and power can be transferred from the EVSE or aEVSE to electric mobility.

[0140] Power can be supplied from the EVSE / aEVSE to the electric mobility. For power to be supplied from the EVSE / aEVSE to the electric mobility, a docking process between the EVSE / aEVSE and the electric mobility may be required, and after power is supplied, an undocking process can be performed to separate the EVSE / aEVSE and the electric mobility.

[0141] Wired or wireless power transfer (WPT) technology may be used for power supply between EVSE / AEVSE and electric mobility. When using wired or wireless power transfer, technology according to standards such as Automatic Charging Devices (ACD) may be used.

[0142] In addition, power may be supplied from the grid to the electric mobility side via the EVSE / AEVSE, as well as from the electric mobility side to the grid via the EVSE / AEVSE. Whether the electric mobility and / or EVSE / AEVSE support this bidirectional power transfer (BPT) function may be discussed in advance during the negotiation process before the EVSE / AEVSE is determined or power supply begins.

[0143] In communication between electric mobility and EVSE / aEVSE, Level 1 communication technology and Level 2 communication technology may be used. For example, Level 1 communication technology may refer to technologies such as UWB, PLC, RFID, NFC, and irDA. For example, Level 2 communication technology may refer to wireless communication technologies such as WLAN (Wi-Fi) and 5G / 6G.

[0144] Level 1 communication technology can be based on the premise that the entities participating in the communication are in close proximity to each other. Level 2 communication technology can be applied between entities located over a wider range than Level 1 communication technology.

[0145] Level 1 communication technology can be used for exchanging relatively simple information, while Level 2 communication technology can be used for exchanging advanced information or performing complex authentication procedures. In this regard, Level 2 communication technology can be considered a high-level communication technology compared to Level 1 communication technology.

[0146] Since Level 1 communication technology is based on short distances, it is possible to obtain indirect and additional information regarding the location of entities participating in the communication. For example, since entities communicating via Level 1 technology are likely to be within close proximity to each other, the possibility of communicating with the wrong counterpart can be reduced. From this perspective, Level 1 communication technology can be considered a technology more specialized in localization than Level 2 communication technology.

[0147] Even after the mobility enters a service site after driving on the road, the mobility can utilize both Level 1 communication technology and Level 2 communication technology when moving to various utilities within the service site or to any one of multiple aEVSEs.

[0148] For example, if mobility performs Level 1 communication with a specific utility or aEVSE, mobility may be considered to be located within a certain distance from that utility or aEVSE. That is, when the process of identifying whether mobility is communicating with a desired counterparty is called pairing, it can be confirmed by authenticating, through Level 2 communication technology, whether the counterparty paired by Level 1 communication technology is the counterparty desired by mobility.

[0149] Conversely, when mobility reserves a specific counterparty using Level 2 communication technology, whether mobility is correctly paired with the reserved counterparty can be verified based on identification information exchanged using Level 1 communication technology.

[0150] A dual verification process using both Level 1 communication technology and Level 2 communication technology can be performed by verifying whether there is a match between identification information mutually exchanged using Level 1 communication technology and authentication information exchanged using Level 2 communication technology. Since authentication information can be enhanced based on identification information, the mobility and the counterpart can confirm that the counterparts of the Level 1 / 2 communication technology match by verifying whether the authentication information was generated based on target identification information.

[0151] When the mobility is driving on the road before entering a charging station or service site, the mobility and the Area Site Manager (ASM) described below or a specific aEVSE can identify each other and establish a communication channel using Level 2 communication technology. Even while the mobility enters the service site and moves toward a specific target aEVSE, it can identify each other and establish a communication channel using Level 2 communication technology. After the mobility is positioned to be close to the target aEVSE (or after it is parked), the mobility can identify each other with the target aEVSE using Level 1 communication technology and identify whether the target aEVSE with which it has exchanged information via a communication channel of Level 2 communication technology is the same as the currently nearby aEVSE.

[0152] Level 2 communication technology can provide more functions with a wider range than Level 1 communication technology, whereas Level 1 communication technology is suitable for short-range communication and can be implemented at a low cost. As mentioned above, examples of Level 1 communication technology include wireless communication technology such as UWB, wired communication technology such as PLC, or various short-range wireless communication technologies such as BLE, irDA, and RFID.

[0153] As a Level 2 communication technology, for example, WLAN can be suitable for complex data communication (TCP / IP / TLS / XML). Since Level 2 communication technology can provide services in various application areas and provide advanced security functions, most advanced functions such as user identification, authentication, and authorization can be performed by Level 2 communication technology.

[0154] On the other hand, since Level 1 communication technology is closely related to the power transfer process, operations that are directly related to the charging procedure, such as safety checks and monitoring of the charging process, can be performed by Level 1 communication technology.

[0155] Level 1 communication technology and Level 2 communication technology can be used together to assist in precise localization while in motion. Localization-specialized communication technology may be a technology where the communication range is short, making it easy to determine the location and / or distance during the process of identifying a communication partner. Localization-specialized communication technology may be a communication technology that does not incur high communication costs and can be implemented with simple hardware. Localization-specialized communication technology may be a communication technology for performing a specific task in a specific environment. In this case, the specific task may include assistance for localization, pairing, and / or positioning, which is included in one embodiment of the present disclosure.

[0156] For variations such as the embodiments described below of this disclosure, ACDS / U parameters related to VSE (Vendor specific element) and / or Additional Info. in ISO 15118-8 may be proposed for modification. In ISO 15118-20, message parameters, message sequences, additional namespaces, and requirements may be changed or additionally proposed.

[0157] According to one embodiment of the present disclosure, an ACD charging communication method can be provided that defines VSE additional information parameters for ACDP, ACDU, or ACDS.

[0158] According to one embodiment of the present disclosure, a charging communication method for an ACD using a docking-undocking means using robotics (a manipulator or a robot arm) can be provided.

[0159] Referring again to FIG. 1, the present disclosure can provide a fully automatic charging service without user intervention by automatically performing the processes of vehicle access, docking, charging, payment, termination, and exit based on standardized messages.

[0160] First, in the Install Credentials step, the EV may install digital credentials for using the service. The said credentials correspond to Vehicle ID or user account information and may be issued and managed by a Public Key Infrastructure (PKI). In this disclosure, the EV may be configured to securely perform authentication procedures (AuthenticationReq / AuthenticationRes messages) with the ASM and aEVSE through these credentials.

[0161] During the while driving phase, internal systems of the EV, such as the OS (Orchestration System), VCMS (Vehicle Charging Management System), and VAS (Value Added Service) subsystems, can receive charging schedules and service information along the driving route from the ASM or eMSP. The ASM provides the EV with reservation identification information (ReservationID) and a list of accessible charging facilities (aEVSEList) via backend communication, and the EV can update the reservation or adjust the planned access location based on this. In this disclosure, preliminary communication prior to SiteApproachReq is performed with the ASM during this phase, enabling pre-mapping and authentication key synchronization for accessing charging stations.

[0162] In the "Arriving at site" phase, the EV can obtain entry permission by transmitting a SiteApproachReq message to the ASM as it enters the ASM's communication range and receiving a SiteApproachRes message from the ASM. During this process, the vehicle can confirm that it is a reserved vehicle by receiving the ReservationConfirmed parameter from the ASM and prepare for the authentication procedure using the AuthenticationCode information.

[0163] In the Approaching aEVSE phase, the EV can move to a designated charging port location based on the aEVSELocationInfo and aEVSEGuideReady information received from the ASM. The ASM receives the EV's location coordinates (VehicleLocation) in real time to synchronize the movement path linked with the parking guide sensor, and can control the aEVSE to maintain a standby state in accordance with the EV's approach direction.

[0164] In the "Parked at aEVSE" phase, when the EV reaches the target location, the ASM checks the status of the charging facility via CSReadyReq / Res messages and confirms that the aEVSE is ready for docking. At this phase, the vehicle's OS and the ASM exchange OSReadyReq / Res messages to mutually verify whether the vehicle's automatic docking procedure can be initiated.

[0165] In the PS Docking (Parking Spot Docking) phase, a mechanical coupling and communication session can be established between the vehicle and the aEVSE. The EV receives a coupling readiness signal from the ASM via a CSOReadyReq / Res message and can perform the docking procedure based on the ACDCSID (Automatic Connection Device CS ID). The ASM transmits this information to the CSO and CS to perform the power supply readiness procedure in parallel. At this time, the ACDSessionStart and OSReadyReq / Res procedures operate based on ISO 15118-20, so that the SessionID and authentication status can be synchronized.

[0166] In the Parking Spot Power Transfer (PS Power Transfer) stage, power transfer between the EV and the aEVSE can be initiated. Metering data, such as charging current, voltage, and temperature, can be transmitted to the ASM and eMSP and utilized in the payment stage. In this disclosure, payment services are performed in parallel through interoperability between the CSO and the eMSP, and additional services can be re-selected via ServiceReselectionReq / Res messages.

[0167] In the Terminate phase, after charging is complete, the ASM may send an EVLeavingReq message to the EV to request that it prepare for vehicle departure. The EV sends a response including LeavingTime and EVStatus, and the ASM may perform session cleanup procedures with the CSO and CS.

[0168] In the Close Session phase, authentication, payment, and log information are synchronized, and the ASM can update the status of the corresponding site (ASMStatus, StationStatus, etc.) by sending a SiteStatusUpdate message to the eMSP. This ensures that the status information of the charging infrastructure remains consistent with the central system in real time.

[0169] Finally, at the departure stage, the EV may send a SiteLeaveReq message to the ASM as it exits the buffer zone. The ASM confirms the vehicle's departure via a SiteLeaveRes message and subsequently sends a SiteStatusUpdate message to the eMSP to update the site's availability status to "available". According to the present disclosure, since this entire series of procedures is automatically performed based on standardized message exchange, the entire charging service from vehicle entry to departure can be fully automated without user intervention.

[0170] FIG. 2 is a diagram illustrating an example of a state flow representing a communication procedure between an electric mobility and an automatic electric vehicle power supply (aEVSE) according to the present disclosure.

[0171] As illustrated in FIG. 2, the present disclosure can define a series of state transition processes based on the ISO 15118 third-generation communication structure (ESDP-based V2G-CI) in which a vehicle initiates communication with an aEVSE, performs service negotiation and a charging session, and then terminates the session.

[0172] (1) ESDP / ENP stage

[0173] ESDP (Extensible SECC Discovery Protocol) and ENP (Event Notification Protocol) are lightweight initial session discovery procedures performed prior to the TCP / TLS-based session setup used in the existing ISO 15118-2, enabling an EV to discover nearby aEVSEs on the network and identify a Service Endpoint to initiate a session. By performing this step prior to the existing TCP handshake, it reduces the time required for session setup and allows communication to begin immediately upon vehicle approach, particularly in an Automatic Charging Device (ACD) environment.

[0174] (2) TCP(TLS) step

[0175] Once a session candidate is determined via ESDP, a Transport Layer Security-based TCP session can be established between EV and aEVSE. During this process, mutual authentication is performed, and one authentication path can be selected from either Plug and Charge (PnC) mode or External Identification Means (EIM) mode.

[0176] (3) Session Handling and Service Negotiation Step

[0177] The Session Handling and Service Negotiation phases include Session Setup, Service Discovery, Service Detail, and Service Selection, and in these phases, a structured communication phase sequence between the EVCC and SECC may be represented.

[0178] Session Setup is a step in which a charging session is formed by exchanging charging profiles, vehicle identification information, power requirements, etc., between the EV's communication controller (EVCC) and the aEVSE's communication controller (SECC). In this disclosure, an Orchestration System (OS) intervenes in this step to synchronize the parameters of the charging session with external systems such as an Area Site Manager (ASM), eMSP, and DSO. After the session is established, the ASM can transmit to the EV a list of services provided by the ASM and specific details of the services. Based on the received information, the EV can select a desired service, and upon notifying the ASM of the selected service, the ASM can prepare the selected service. The series of processes involving finding services, providing a list, and setting up services can be considered as the Service Negotiation step. That is, the EV and aEVSE can negotiate charging methods and Value Added Services (VAS) through the Service Negotiation step. At this time, the EV may request one or more service instances (e.g., DC BPT, PnC, or VAS), and the aEVSE may transmit a message to approve or reject them. The Service Negotiation stage can be defined to integrate and perform various service modules (e.g., DC bidirectional charging, car wash, parking, vehicle inspection, etc.) within a single session.

[0179] In an environment where PnC (Plug and Charge or Park and Charge) is supported, if PnC is selected during the service selection stage, automatic authentication and payment based on an in-vehicle certificate are performed, and the automatic authentication and payment process may follow the sequence defined in ISO 15118-20 Annex A-2. In an environment where VAS (Value Added Service) is supported, if VAS is selected during the service selection stage, additional services such as parking, car washing, payment, or vehicle status checks can be performed in parallel through the OS and ASM. In an environment where DC BPT (DC Bidirectional Power Transfer) is supported, if DC BPT is selected during the service selection stage, power flow is controlled bidirectionally, allowing functions to charge the vehicle battery or discharge power to the grid when necessary.

[0180] (4) Authorization step

[0181] In the Authorization stage, methods can be defined for the EV, aEVSE, and CSO to securely identify and authorize each other for electric vehicle charging, including PnC functions. In this stage, the identity of the EV can be verified through a digital certificate using PKI, and billing methods and information can be transmitted to the EV for billing.

[0182] (5) AC / DC charging stage

[0183] Depending on the service method selected by the EV, information regarding charge parameters, reservation information, and charge amount for the selected charging method (AC, DC, WPT, ACD, BPT, etc.) is exchanged with each other, and preparations for directly transmitting electrical energy can be made.

[0184] (6) Session Stop Step

[0185] When all service sessions are completed, during the Session Stop phase, the EV and aEVSE exchange ACDSessionStopReq / Res messages and terminate the session by exchanging BillingReq / BillingRes messages according to the selected payment method among PnC, EIM, or Mobile Pay. Subsequently, the OS notifies the ASM, VAS, eMSP, and DSO of the termination status, which may trigger a vehicle leaving vicinity scenario.

[0186] FIGS. 3A and 3B are drawings illustrating the documentation system of a communication structure according to the present disclosure, with reference to the documentation system of an ISO 15118 3rd Generation (V2G-CI 3rd Generation) communication structure.

[0187] As illustrated in Figures 3A and 3B, the third generation V2G-CI standard can be composed of a more detailed set of Requirements series documents (left) and a corresponding set of Conformance series documents (right) by extending and reorganizing the existing ISO 15118-1, 15118-2, and 15118-20 series. Each document can define the communication procedure between the vehicle (EV) and the power supply facility (EVSE) by charging method (AC / DC / WPT / ACD) and service layer.

[0188] (1) Common layer

[0189] The common layer serves as the basis of the third-generation communication structure and may include a V2G communication framework, service discovery, security, session management, etc.

[0190] ISO / TR 15118-200 (Framework): A framework document for the overall communication structure that can define a reference model for the relationships between modules and message flow.

[0191] ISO / PAS 15118-202 / 203 (ESDP & ENP): By defining a lightweight Service Discovery Protocol (ESDP) and Network Provisioning (ENP) that are performed before session initiation, the existing TCP / TLS establishment time can be reduced.

[0192] ISO 15118-204 / 205 (Security): Can define a security framework for managing security and authentication (including Plug & Charge, or Park & ​​Charge, EIM) of communication channels.

[0193] ISO 15118-206 / 207 (Session handling & Service negotiation): Defines the procedure for establishing a session, selecting a service, and negotiating a service between an EV and an EVSE, and can directly correspond to the state flow illustrated in FIG. 2 of the present disclosure.

[0194] (2) AC charging layer

[0195] ISO 15118-210 / 211 can define detailed protocols including AC charging, AC bidirectional power transfer (AC BPT), and distributed energy resources (AC BPT DER). This step can define communication requirements and conformance in typical slow charging environments.

[0196] (3) DC charging layer

[0197] ISO 15118-220 / 221 (using IEC 61851-23) defines session procedures in DC fast charging and DC BPT environments and can manage power conversion control and bidirectional power flow of aEVSE.

[0198] ISO 15118-222 / 223 (MCS: Megawatt Charging System) can define an ultra-high power charging protocol for heavy commercial vehicles (MCS) by referring to IEC 61851-23-3.

[0199] ISO 15118-224 / 225 (CHAdeMO) may be a module for maintaining interoperability with the Japanese rapid charging method (CHAdeMO).

[0200] (4) Automated Connection Device (ACD) layer

[0201] ISO 15118-230 / 231 (ACD Pantograph) based on IEC 61851-23-1 can define contactless automatic docking between a vehicle and a charging facility and communication procedures for a pantograph-type automatic charging device. This disclosure is closely related to this layer and can extend the definition of automatic docking and undocking procedures, including both ACD-S (Static) and ACD-U (Uplift) methods, and Entering / Leaving scenarios near aEVSE at the Application Layer level.

[0202] (5) Wireless Charging Layer

[0203] ISO 15118-240 / 241 (WPT) can define communication interfaces and conformity tests in wireless power transfer (WPT) systems based on IEC 61980. The communication structure proposed in this disclosure is equally applicable to WPT-based charging systems.

[0204] (6) Optional Services Layer

[0205] The optional service tier may include Value Added Services (VAS) other than charging, such as PnC, EIM authentication, metering, and scheduling.

[0206] ISO 15118-250 / 251 (Authorization): Can define certification procedures such as Plug & Charge or Park & ​​Charge (PnC), External Identification Means (EIM).

[0207] ISO 15118-252 / 253 (Metering): Can define standardized formats for energy measurement and billing data.

[0208] ISO 15118-254 / 255 (Scheduling): Can define charging reservation and scheduling protocols.

[0209] The present disclosure enables the processing of additional services within a single integrated session flow by combining the Authorization and Scheduling functions among these layers with payment and Rereservation messages in the "Leaving vicinity of aEVSE" stage.

[0210] That is, the ISO 15118 3rd generation standard system illustrated in FIGS. 3A and 3B promotes standardization by dividing each charging method (AC / DC / WPT / ACD) and service layer into requirements and conformances, and the present disclosure can propose entry and exit scenarios in an automatic parking-based ACD charging environment as new Application Layer Requirements based on the ISO 15118-230 series (ACD Pantograph) and the ISO 15118-206 / 207 series (Session handling & Service negotiation).

[0211] FIGS. 4A and 4B are diagrams showing the configuration of primary actors and secondary actors for performing entry and exit scenarios near an automatic electric vehicle power supply (aEVSE) according to the present disclosure.

[0212] As disclosed in FIGS. 4A and 4B, the present disclosure is based on the basic communication structure between an Electrical Vehicle and Electric Vehicle Supply Equipment (EVSE) as defined in the international standard ISO 15118, and can provide an extended integrated control structure by adding new secondary actors to suit an Automated Charging Device (ACD) environment. An Electrical Vehicle Communication Controller (EVCC) is provided on the vehicle side, which interacts with the Electronic Control Unit (ECU), charger, interlock, residual current device, contactor, human machine interface (HMI), and modular current breaker inside the vehicle to control the state before and after charging and to transmit and receive messages in accordance with ISO 15118 standards. Users can check the charging status or select a payment method through the HMI, but in the present disclosure, most procedures can be performed automatically.

[0213] The automatic electric vehicle power supply unit (aEVSE) is equipped with a Supply Equipment Communication Controller (SECC) and can communicate with the vehicle's EVCC via the ISO 15118 protocol, along with components such as an Electricity Meter, a Paying Unit, an Interlock Device, a Contactor, and a Leakage Current Breaker. In particular, in this disclosure, the aEVSE includes an automatic docking device (Manipulator or Pantograph) so that it can automatically perform coupling and uncoupling operations by referencing the vehicle's location information (AVPS or ADAS-based).

[0214] In addition to such vehicles and power supply facilities, the present disclosure may newly define several secondary actors not included in the ISO 15118 standard and the resulting changes in the roles of existing secondary actors. For example, a Charging Station Operator (CSO) may centrally manage one or more aEVSEs and monitor the reservation status, session progress, and failure status of each charger in real time.

[0215] The CSO receives a session reservation request from the OS (Orchestration System) when the vehicle approaches the aEVSE and can transmit the session identifier (Session ID) and connection information to the vehicle.

[0216] Next, the Area Site Manager (ASM) acts as the entity managing the physical space within a charging station or parking area. It controls the parking location of vehicles in conjunction with the Automatic Parking System (AVPS) and supports vehicle departure by unlocking the parking lock after charging is complete. The ASM integrates with the OS and Value Added Service (VAS) subsystems to comprehensively manage local services such as parking, car washing, payment, and reservations.

[0217] In addition, the ACD Operator, as the entity controlling the aEVSE's automatic docking device, can maintain docking accuracy based on distance, attitude, and position data from the vehicle. The ACD Operator manages the ACD Session separately from the Charging Session, enabling the safe interruption of power flow even in the event of docking failure or an emergency stop.

[0218] Meanwhile, the Distribution System Operator (DSO) monitors the load status of the local power grid, including charging loads, and transmits distribution control signals for power supply facilities to the OS to distribute loads during peak hours or adjust charging speeds. This enables the stable maintenance of power quality even in the large-scale operating environment of aEVSE.

[0219] As such, the actors illustrated in FIGS. 4A and 4B operate in conjunction with each other according to their respective roles, and all communication can be managed through an Orchestration System (OS). That is, when a vehicle enters the vicinity of an aEVSE, the OS sequentially performs charging preparation, parking location control, and docking sequences in conjunction with the ASM, CSO, and ACD Operator, and after charging is completed, the OS completes the automatic exit procedure of the vehicle by notifying all actors, including Billing, VAS, and DSO, of the session termination and payment results. Consequently, the present disclosure can realize a fully automatic charging scenario in which automatic parking, automatic charging, and automatic payment are organically combined by extending the single vehicle-to-charger communication structure defined in the existing ISO 15118 into an integrated ecosystem in which multiple layers of operating entities cooperate.

[0220] FIG. 5 is a system configuration diagram illustrating a communication structure between electric mobility or electric vehicle (EV), an automatic electric vehicle power supply (aEVSE), and various infrastructure operators according to the present disclosure.

[0221] As illustrated in FIG. 5, the present disclosure may propose an integrated V2G (Vehicle-to-Grid) communication architecture capable of automatic parking and automatic charging by organically linking the vehicle's internal control module, driving assistance system, automatic parking control, additional service subsystem, charging facility, and external management system. The vehicle (EV) may internally include an AVPS (Automated Valet Parking System), AVDS (Automated Valet Driving System), OS (Orchestration System), and VAS (Value Added Service) subsystem centered around an ADAS (Advanced Driver Assistance System) subsystem.

[0222] ADAS recognizes the vehicle's driving environment, AVPS controls precise movement to the parking position, and AVDS can calculate the vehicle's automatic entry and exit paths. In this process, the OS manages communication between each module, and the VAS shown in Fig. 5 can provide a function to assist autonomous parking by the vehicle's autonomous driving, in addition to supplementary services.

[0223] The vehicle also includes a Vehicle Charging Management System (VCMS), which is linked with an Electric Vehicle Communication Controller (EVCC) to perform ISO 15118-based communication with a Supply Equipment Communication Controller (SECC). The VCMS handles charging session setup, charging status monitoring, session termination, and billing requests, and can automatically perform authentication procedures based on Plug and Charge (PnC) or External Identification Means (EIM) methods.

[0224] Multiple infrastructure modules may be deployed on the exterior of the vehicle. The aEVSE (SECC) illustrated in the central area of ​​FIG. 5 may include an automatic charging device (ACD), a direct current (DC) or alternating current (AC) power converter, and a wireless power transfer (WPT) device, and a Charging Station Controller (CSC) may exist separately corresponding to each charging method. For example, the CSC (ACD Operator) controls the ACD docking and undocking operations, the CSC (AC / DC Operator) controls power conversion and session current, and the CSC (WPT Operator) manages the wireless charging interface. The aEVSE is linked to a higher-level control system, and at the upper level there may be Automated Valet Parking Facility Equipment (AVPFE) and Automated Valet Driving Facility Equipment (AVDFE). These communicate with the AVPS and AVDS modules, respectively, to manage location control and movement paths so that the vehicle can enter an automated parking lot or charging area, or exit after charging is complete. These devices can exchange data with the vehicle and aEVSE through the AVPCC (Automated Valet Parking Communication Controller) and AVDCC (Automated Valet Driving Communication Controller).

[0225] In addition, Fig. 5 may include additional service infrastructure such as CWE (Car Wash Equipment), CWC (Car Wash Controller), and PFC (Parking Facility Controller). These are linked with VAS to process service requests such as car washing, parking reservation, and additional payment, and the information can be managed through ASM (Area Site Manager) and OS.

[0226] Meanwhile, e-Mobility Service Providers (eMSPs) and Distribution System Operators (DSOs) can be responsible for service provision and power distribution outside of the charging session. The eMSP performs authentication, payment, and user account integration for the charging service, while the DSO monitors the load status of the local power grid and transmits charging load control signals to the OS. In this process, the OS can function as a central coordination hub that integrates and manages message sequences among all actors.

[0227] As shown at the bottom of Fig. 5, the user can select PnC authentication, Mobile Pay, or EIM-based payment through the vehicle HMI or mobile device without direct intervention, and the vehicle's automatic parking, charging, and exit procedures can be automatically performed entirely through communication between the OS, ASM, and ACD Operator.

[0228] Therefore, the structure illustrated in FIG. 5 can realize a fully automated ACD charging environment in which an in-vehicle control module, automatic charging facility, field management system, power grid operator, e-mobility service provider, etc. are linked into a single network.

[0229] Hereinafter, the Entering vicinity of aEVSE of the present invention will be described in more detail.

[0230] The present invention enables all processes, from when a vehicle enters the vicinity of a charging facility to charging, payment, and departure, to be automatically performed based on a standardized V2G-CI protocol through this structure.

[0231] The Entering vicinity of aEVSE use case according to one embodiment of the present invention defines a series of setup, authentication, and docking preparation procedures performed during the process in which an EV approaches the communication range and docking area of ​​an aEVSE. This use case includes an EV, an aEVSE, an automated configuration system (including an ASM), and a user as key actors, and in the case of using the Automated Valet Parking (AVP) function, the vehicle itself can perform the role of the user.

[0232] The primary objective of this use case is to establish docking and undocking communication between the EV and aEVSE, and to realize the automation of the preparation phase prior to charging by exchanging control parameters and status information between the two parties.

[0233] Generally, the Entering vicinity procedure consists of establishing an initial communication session between the EV and the aEVSE and exchanging control parameters for docking and undocking control. During this process, the vehicle transmits reservation information, location information, and charger identification information via the OS (Orchestration System) or ASM, and the aEVSE initiates charging preparations based on this data.

[0234] The conditions for performing this procedure are as follows: first, the EV must hold a reservation for a specific aEVSE in advance; second, the ASM must be aware of the relevant reservation information and vehicle details; and third, the EV must know the location and connection details of the aEVSE to be accessed. Once these conditions are met, an initial session connection between the EV and the aEVSE becomes possible, and docking readiness communication can be initiated.

[0235] Once the entering vicinity procedure is completed, a communication channel for docking and undocking between the EV and aEVSE is successfully established, and the aEVSE transitions to a ready state for docking operations based on information received from the EV. Specifically, based on the vehicle location and docking type information sent by the approaching EV, the aEVSE adjusts the initial orientation of the charging connector or Automatic Charging Device (ACD) and completes preliminary preparations to enable connection immediately upon the vehicle's arrival.

[0236] The EV user moves the EV into the operating range of the docking communication system, and the EV initiates docking / undocking communication with the aEVSE. If a pre-reserved aEVSE exists, the EV automatically initiates communication with the corresponding aEVSE based on the reservation information. If there is no pre-reservation, a list of available aEVSEs is displayed to the user via the ASM or OS, and the information for the aEVSE selected by the user is transmitted to the EV and the aEVSE.

[0237] At this time, the selection result is synchronized with ASM and the OS, and session reservations linked to other systems are automatically updated. If the EV does not have a positioning or guidance function, the EV may move directly to aEVSE based on user input.

[0238] Subsequently, the EV initiates communication to exchange compatibility information with the ACD (Automatic Charging Device), and once system compatibility is confirmed, the result is displayed to the user. Once compatibility verification is complete, the EV notifies the aEVSE of its estimated parking location via WLAN or UWB communication, and the aEVSE prepares for docking based on the received information.

[0239] The EV transmits estimated arrival information to the ACD control module to pre-adjust the arm position and alignment information required for docking. At this time, the aEVSE transitions from a standby position to a safe ready state to ensure that the charging arm does not obstruct the vehicle's path.

[0240] In this use case, the availability status of the charger can be communicated to the vehicle via field signage (e.g., green / red indicator lights) or docking communication. Additionally, the timing of aEVSE selection can be set before or after the exchange of compatibility information, depending on the system design.

[0241] If the communication link is unstable or the aEVSE does not respond, the EV can perform a transition procedure to a pre-designated alternative charging facility. In addition, if compatibility verification fails, the ASM notifies the user of the status and automatically reassigns another charging port.

[0242] Ultimately, the Entering vicinity use case of the present invention defines that, during the process of an EV approaching the vicinity of an aEVSE, reservation confirmation, location alignment, communication connection, docking preparation, and compatibility verification are performed as a fully automated procedure. Through this structure, the vehicle can automatically search for charging facilities without user intervention and begin the charging procedure with docking preparation complete.

[0243] FIG. 6 is a sequence diagram illustrating a communication procedure performed when an EV according to the present invention enters the vicinity of an aEVSE.

[0244] As illustrated in FIG. 6, the “Entering vicinity of aEVSE” process in the present invention is achieved through coordinated communication between a vehicle (EV), an automatic electric vehicle power supply unit (aEVSE), an Area Site Manager (ASM), and a Service Operator (e.g., Charging Station Operator, CSO).

[0245] The EV manages pre-reservation information and vehicle location information for charging sessions through its internal Orchestration System (OS) and Value Added Service (VAS), and transmits this information to the aEVSE and ASM to initiate the access procedure.

[0246] First, the EV transmits an EVApproachReq message to perform initial communication with the aEVSE. This message includes information such as the Vehicle ID parameter, Reservation ID parameter, Vehicle Location parameter, and Attach Type (e.g., ACD or EV plug).

[0247] Accordingly, the aEVSE checks the current charging availability and whether the reservation matches, and then sends an EVApproachRes message to the EV. The response message includes information such as the charger status (ResponseCode), aEVSE identifier (aEVSEID) parameter, available ACD (ACDAvailability) parameter, target parking coordinates (TargetSpotPosition), parking space (ParkingSpot) parameter, and docking readiness (ReadyDocking).

[0248] Table 1 below summarizes the parameters of these EVApproachReq and EVApproachRes messages.

[0249] MessageDescriptionParameterDescriptionEVApproachReqTransmitting EV approach signals and charging availability requestsVehicleIDUser's vehicle ID information (eg vehicle VIN No.)ReservationIDReservation ID informationVehicleLocationVehicle current location information (eg WGS84)AttachTypeType of attach to the aEVSE(eg, vehicle connector, EV plug)EVApproachResEVSE Status ResponseResponseCodeResponseCode indicating the acknowledgment status of received by EVaEVSEIDaEVSE ID informationAttachTypeType of attach to the aEVSE(eg, vehicle connector, EV plug)ACDAvailabilityNumber of vehicle connector(EV plug) available for ACD chargingTargetSpotPositionTarget parking spot position (eg, x, y, z coordinates in m)ParkingSpotAllowable parking spot informationReadyDockingPreparing the aEVSE for docking

[0250] Through this request and response procedure, the session between the EV and the aEVSE is synchronized in advance, and after verifying the physical location and charging port status of the aEVSE, the EV can automatically move to a docking position via ADAS or AVPS control.

[0251] In addition, ASM manages the charging readiness status by updating the communication status between aEVSE, CSO, OS, and VAS based on the EVApproachReq / Res exchange results.

[0252] That is, the sequence illustrated in FIG. 6 defines the initial access authentication and charging availability verification procedure performed when an EV approaches the vicinity of an aEVSE, through which the EV can obtain all information for charging location alignment, session preparation, and automatic docking via standardized message exchange. Consequently, the sequence diagram of FIG. 6 according to the present invention fully automates the entering vicinity procedure, which enables automatic parking and automatic charging, by centering on the EVApproachReq / EVApproachRes exchange between the EV and the aEVSE and including a higher-level integrated control structure through an ASM and a CSO.

[0253] The following describes the Leaving vicinity of aEVSE use case.

[0254] A Leaving vicinity of aEVSE use case according to one embodiment of the present invention defines a procedure for an electric vehicle (EV) to leave a charging area after the EV has completed the charging and docking process at an automatic electric vehicle power supply (aEVSE).

[0255] EV, aEVSE, ASM, and eMSP participate as key actors in this use case. Each actor performs the procedures for terminating the charging session, undocking, payment confirmation, and vehicle exit notification through standardized communication sequences.

[0256] The Leaving vicinity phase is the process of terminating the docking / undocking communication established between the EV and aEVSE after charging is complete, and preparing the EV to physically leave the charging area. During this procedure, the EV transitions to a driving-ready state, and the aEVSE undocking and returning to a standby state to charge another EV.

[0257] The conditions for performing this procedure are, first, that the aEVSE is within the EV's docking area (clearance space), and second, that the EV has transitioned to a drivable state and is ready to depart. In other words, the charging session must have terminated normally, payment or Value Added Services (VAS) processing completed, and communication between the EV and the aEVSE must be maintained stably.

[0258] Once the Leaving vicinity procedure is complete, the EV terminates the ACD (Automated Charging Device Session) to completely release docking and undocking communication.

[0259] Subsequently, the aEVSE transitions to an “available” state, becoming ready to accept the next EV's charging request. In other words, as soon as the EV leaves, the aEVSE moves the charging connector or automatic charging device back to its return position to clear the charging area.

[0260] Unlike the Entering scenario described earlier, in the Leaving vicinity phase, the EV operates in the following sequence to resume driving after charging is complete.

[0261] In the driving readiness phase, when charging is complete, the EV switches to driving mode via the internal control system and sends a request to terminate the charging session to the ASM and aEVSE.

[0262] In the departure indication phase, the EV sends a “VehicleLeaving” or “EVLeavingReq” message to aEVSE, notifying it that it will leave the charging area. This message includes vehicle identification information and the session end time.

[0263] As this is the docking termination phase, the EV and aEVSE terminate docking / undocking communication, and physical contact between the ACD devices is released. The aEVSE transitions to the Ready-to-Depart state, becoming capable of accepting access from other EVs.

[0264] During the ASM and eMSP synchronization phase, ASM transmits session termination information to eMSP to automatically perform subsequent processes, such as payment, parking release, or processing the next reservation.

[0265] When an Automatic Parking System (AVPS) or Automatic Valet Driving System (AVDS) is applied, the EV can be controlled to autonomously exit the charging area without direct driver intervention. In this case, the AVPS / AVDS recognizes the surrounding safety zone of the EV, calculates the exit path, and prevents collisions with other EVs or equipment within the charging area.

[0266] If aEVSE generates a communication error or an ACD release failure is detected during the leaving procedure, the ASM executes an emergency protocol to halt aEVSE operations and send a manual release request to the EV. Once all errors are resolved, the session returns to a normal termination state.

[0267] Meanwhile, the present invention fully automatically performs charging termination, payment, session release, and vehicle exit through the interoperability between an EV, aEVSE (SECC), an Area Management System (ASM), a Service Operator (e.g., Charging Station Operator, CSO), an e-mobility Service Provider (eMSP), and a User.

[0268] When charging is complete, the Vehicle Charging Management System (VCMS) inside the EV initiates the session termination procedure. The EV's Orchestration System (OS) and Value-Added Services (VAS) detect this and notify aEVSE to prepare for session termination. During this process, the docking communication between the EV and aEVSE is released, and the physical connection of the Automatic Charging Device (ACD) is controlled to be disconnected.

[0269] The payment process is performed automatically after the session ends.

[0270] FIGS. 7a and 7b are sequence diagrams illustrating a Leaving vicinity of aEVSE scenario according to the present invention, that is, a communication procedure for a payment service after an electric vehicle (EV) has finished charging in an automatic electric vehicle power supply (aEVSE).

[0271] As illustrated in FIGS. 7a and 7b, the present invention supports all three payment methods, each having a different subject of communication flow.

[0272] First, in the case of mobile payment, when a user makes a payment through an eMSP application, the EV or VAS sends a BillingReq message to the eMSP to request the payment. This message includes the payment transaction identifier (TransactionID) parameter, the total charge (TotalCost), and the charge metering data (MeteringData).

[0273] The eMSP responds with the payment approval result via a BillingRes message, which includes a ResponseCode indicating approval or rejection and a PaymentFinish confirmation. If the payment is approved, the EV sends a BillingConfirm message to verify the payment completion, and the eMSP closes the transaction based on this.

[0274] In the Plug & Charge or Park & ​​Charge (PnC) method, the payment process is performed directly between the EV and aEVSE. The EV sends a BillingReq message to the aEVSE using an embedded certificate, and the aEVSE verifies the payment information and responds with an approval or rejection via a BillingRes message. Subsequently, the EV sends a BillingConfirm message to complete the payment confirmation. This procedure is based on the certification structure of ISO 15118-250 and enables fully automated payment for the EV.

[0275] In the EIM (External Identification Means) method, payment is made via RFID cards or external authentication methods. In this case, aEVSE directly performs the exchange of BillingReq and BillingRes and completes the payment based on the external account registered by the user. In all methods, the BillingConfirm message is used as the final message to synchronize the success or failure of the payment between both parties.

[0276] Table 2 below summarizes the message parameters used in these three payment methods.

[0277] MessageDescriptionParameterParameter DescriptionBillingReq (mobile pay)Charge the User / EVTransactionIDPayment IDTotalCostTotal charges (e.g., KRW / kWh, etc.)MeteringDataMetering information and data for ACD chargingBillingRes (mobile pay)User pays the chargeResponseCodeResponseCode indicating the acknowledgment status of received by eMSPPaymentFinishCompletion of user's fee paymentBillingConfirmConfirm paymentPaymentConformConfirm paymentBillingReq (PnC)Charge the User / EVTransactionIDPayment IDTotalCostTotal charges (e.g., KRW / kWh, etc.)MeteringDataMetering information and data for ACD chargingBillingRes (PnC)User pays the chargeResponseCodeResponseCode indicating the acknowledgment status of received by Charging StationPaymentFinishCompletion of user's fee paymentBillingConfirmConfirm paymentPaymentConformConfirm paymentBillingReq (EIM)Charge the User / EVTransactionIDPayment IDTotalCostTotal charges (e.g., KRW / kWh, etc.)MeteringDataMetering information and data for ACD chargingBillingRes (PnC)User pays the chargeResponseCodeResponseCode indicating the acknowledgment status of received by SECCPaymentFinishCompletion of user's fee paymentBillingConfirmConfirm paymentPaymentConformConfirm payment.

[0278] Once payment is completed, ASM receives notification of payment completion from aEVSE and transmits the session termination status to the CSO and ServiceStation (CS). aEVSE terminates the charging session and transitions to a standby state, completing preparations for charging the next EV. At this point, the OS transmits session logs, payment details, and charging data to the backend to record that the entire process has concluded successfully.

[0279] After payment is completed, the EV switches to a ready-to-drive state and automatically exits the charging area using the AVPS (Automated Valet Parking System) or AVDS (Automated Valet Driving System). When the vehicle begins to move, the aEVSE switches to the Ready-to-Depart state, and the docking arm moves to a return position to vacate the charging area.

[0280] When the ASM receives the vehicle's exit signal, it unlocks the parking space, and the eMSP updates the availability status for the next session.

[0281] In this way, the present invention defines different payment methods such as Mobile Pay, PnC, and EIM as a single integrated message structure, and enables payment and session termination to be performed in a standardized form through the stepwise exchange of BillingReq-BillingRes-BillingConfirm, thereby realizing a fully autonomous payment process in an automatic charging and automatic exit environment.

[0282] FIGS. 8a and 8b are sequence diagrams illustrating an ASM-based vehicle exit and service reselection procedure according to an embodiment of the present invention.

[0283] As illustrated in FIGS. 8a and 8b, aEVSE (SECC) sends an EVLeavingReq message to the EV to request that the EV begin preparing to leave the parking area. The EVLeavingReq message includes EVStatus and LeavingTime parameters, which are information intended to notify the current status of the EV (e.g., ready to drive, charging, waiting, etc.) and inform the SECC of the vehicle's expected departure time, respectively. Through this, the SECC can determine the scheduled time of the EV's movement and take necessary preliminary measures for managing adjacent services or charging slots.

[0284] Upon receiving EVLeavingReq via EVCC, the VCMS sends a PrepareVASReq message to the OS to request that the VAS safely terminate the services it is providing (e.g., charging, car wash, climate control, etc.) and transition to a ready-to-leave state. The PrepareVASReq message includes OSreCheck and ServiceID parameters, conveying a request to check the OS's current control status along with identification information for a specific VAS instance (e.g., AVDS, AVPS, AVD+AVPS, etc.).

[0285] In response, the EV's OS sends a PrepareVASRes message to the EVCC. This response includes the parameters ResponseCode, OSStatus, and SupportedVASList. ResponseCode indicates whether the EVCC (EV Communication Controller) has successfully received and processed the request, while OSStatus indicates the current status of the vehicle OS (e.g., normal, faulty, stopped, etc.). SupportedVASList transmits a list of Additional Services (VAS) supported by the vehicle to the SECC, allowing the ASM to refer to it when reallocating to other service stations in the future.

[0286] Subsequently, when the EVCC confirms that the EV is ready to leave, it sends an EVLeavingRes message to the SECC. This message serves as a response to EVLeavingReq and includes the ResponseCode and EVLeavingStatus parameters, signifying that the SECC has successfully approved the EV's exit request. EVLeavingStatus indicates whether, from the SECC's perspective, the EV is ready to leave the current parking area. Once the exit preparation is complete, the ASM sends an AdditionalServiceReq message to the EV or eMSP to provide additional service information available after the vehicle exits. This message includes ASMServiceList, StationStatus, EquipmentStatus, and ASMStatus, which contain information regarding each service type managed by the Area Site Manager (ASM) (e.g., EV charging, car wash, parking, etc.), station operational status (normal, out of order), equipment status (normal, standby, out of order), and the status of the entire ASM.

[0287] In response, the EV or eMSP sends a ServiceReselectionReq message to the User. The ServiceReselectionReq message is a request message used by the User to change existing reservation services (e.g., charging, car wash, parking, etc.) or to select additional services. This message includes ASMStatus and ServiceType parameters. ASMStatus indicates the status of services currently available in the Area Site Manager (ASM) (e.g., supported, restricted, error, etc.), while ServiceType identifies the type of service requested by the User (e.g., EV charging, car wash, parking, waiting for autonomous driving, etc.). Through this, the eMSP can check available resources within each service area managed by the ASM in real time.

[0288] Meanwhile, if the user sends a ServiceReselectionRes message to the eMSP in response to the ServiceReselectionReq message, the eMSP sends an AdditionalServiceRes message to the ASM.

[0289] The ServiceReselectionRes message described above is a response message intended to convey the service items and reservation conditions re-selected by the user, and includes parameters such as ResponseCode, Timeout, SelectedService, SelectedMode, and ReservationTime. Here, ResponseCode indicates whether the eMSP has successfully received and processed the user request, while Timeout indicates whether a timeout occurred due to the user's non-response or delayed response. SelectedService represents the type of service newly selected by the user (e.g., EV charging, car wash, parking, etc.), and SelectedMode signifies the operating mode of the corresponding service (e.g., Dynamic Mode, Schedule Mode, etc.). Additionally, ReservationTime indicates the reservation time slot desired by the user, through which the ASM can obtain preliminary information for future service reservation management or slot allocation. Therefore, the ServiceReselectionRes message serves as an intermediate response step to transmit the results of the user's re-selection request processed by the eMSP to the upper-level system (ASM), enabling the user's service re-selection information to be reflected in subsequent procedures (e.g., reservation confirmation, resource allocation, etc.).

[0290] The aforementioned AdditionalServiceRes message includes the parameters ResponseCode, Timeout, SelectedService, SelectedMode, and ReservationInfo. ResponseCode indicates whether the charging station operator has successfully received and processed the request from the ASM, while Timeout indicates whether a timeout occurred due to a response delay or non-response from either the user or the operator. SelectedService indicates the types of services currently available within the ASM management area (e.g., EV charging, car wash, parking, autonomous driving, etc.), and SelectedMode signifies the operational mode of the corresponding service (e.g., immediate service mode, reservation service mode, etc.). Additionally, if the user selects a schedule mode, ReservationInfo includes time slots or detailed schedule information for the reserved service; this is utilized by the ASM to prevent resource conflicts between charging station operators and to adjust reservation priorities. The ASM aggregates AdditionalServiceRes messages received from ServiceStations or CSOs to comprehensively manage the current status of each service provider and the results of user re-selection requests. Through this, ASM enables users to continuously use selected services (e.g., car wash or recharging) even after the vehicle has moved, and can pre-allocate the facility and time resources required to provide additional services.

[0291] Afterwards, the Area Site Manager (ASM) sends a VehicleLeavingConfirm message to the ServiceStation (CS) or ServiceOperator (e.g., CSO) to update the vehicle's movement status and service reservation information.

[0292] The above VehicleLeavingConfirm message is intended to notify that the vehicle has actually left the service area where it is currently located or is in motion, and includes VehicleMoving, ReservationID, and VehicleInfo parameters.

[0293] VehicleMoving indicates whether the movement occurred based on the user's re-selection service or if the vehicle was moved automatically due to the user's non-response, and ReservationID includes the reservation identification information assigned to the vehicle.

[0294] VehicleInfo contains detailed information necessary for ASM's parking zone management and vehicle route control, such as vehicle size, location, and identification number. This enables ASM to allow ServiceStations or CSOs to efficiently reallocate service resources after vehicle movement.

[0295] After the vehicle movement is approved, the ASM sends a RereservationLockReq message to the ServiceOperator (another SO) to secure the reservation for the service re-selected by the user. The RereservationLockReq message includes ReservationStation and ReservationTime parameters, conveying request information to lock the reservation location (Station) and time slot (Time) of the service selected by the user.

[0296] The ServiceOperator (another SO) that receives this request verifies the reservation request and sends a RereservationLockRes message to the ASM. This message serves as a response to notify the result of the re-reservation procedure and includes the parameters ResponseCode, Confirmed, and PIN No. ResponseCode indicates whether the reservation lock request was processed successfully, Confirmed signifies that the reservation has been confirmed, and PIN No. is an authentication code issued by the charging station operator to authenticate the reservation.

[0297] Subsequently, ASM aggregates the reservation confirmation results and sends the AdditionalServiceConfirm message to the eMSP. This message is intended to notify that the service reselection and reservation procedures within ASM have been completed and includes the ReselectionConfirmed parameter.

[0298] ReselectionConfirmed indicates that a service reselection request managed by ASM has been processed successfully, and each ServiceStation and CSO that receives this updates the service status based on the information.

[0299] After receiving the service confirmation result from the ASM, the eMSP (e-Mobility Service Provider) sends a ServiceReselectionConfirm message to the user.

[0300] The ServiceReselectionConfirm message is intended to notify the user whether the service they have re-selected has been finally approved, and it includes the ReselectionConfirmed parameter. Through this, the user can confirm via the terminal screen or other means that the re-selection process for the requested service (e.g., charging, car wash, parking, etc.) has been successfully completed.

[0301] Meanwhile, when the vehicle exit procedure is completed, ACDSessionStopReq and ACDSessionStopRes messages are exchanged between the EV (EVCC) and aEVSE (SECC), and the termination of the charging session based on the Automated Charging Device (ACD) is performed.

[0302] The SECC sends an ACDSessionStopReq message to the EVCC, and the message includes ChargingSession, TerminationCode, and TerminationDescription parameters.

[0303] ChargingSession indicates the status of the currently ongoing ACD charging session, TerminationCode indicates the classification code of the reason for session termination (e.g., user termination, error termination, etc.), and TerminationDescription indicates a detailed explanation of the reason.

[0304] In response, the EVCC sends an ACDSessionStopRes message to the SECC. This response includes ResponseCode and TerminationStatus parameters; ResponseCode indicates whether the termination request was accepted successfully, and TerminationStatus indicates the termination status of the charging session (e.g., normal termination, abnormal termination, in progress, etc.).

[0305] Through this, the EV can verify whether the ACD-based charging session has been successfully terminated and report the status to the ASM and eMSP.

[0306] The parameters of each message are summarized in Tables 3 to 5 below.

[0307] MessageDescriptionParameterDescriptionEVLeavingReqRequest EV to leave parking spotEVStatusTo notify the SECC that the EV is about to leave the parking spotLeavingTimeTo notify SECC of the expected departure time of the EVPrepareVASRegRequest the EV’s OS to prepare to leave the parking spotOStreCheckRequest status for the OS (OS’s controller)ServiceIDVAS IDPrepareVASResResponse of the EV’s OS to prepare to leave the parking spotOSStatusVehicle OS status information (e.g. normal, fault, etc.)SupportedVASListList of VAS that the vehicle supports (e.g. manual, AVDS, AVPS, AVDS+AVPS, etc.)ResponseCodeResponseCode indicating the acknowledgment status of received by SECCEVLeavingResResponse EV to leave parking spotResponseCodeResponseCode indicating the acknowledgment status of received by SECCEVLeavingStatusTo notify the SECC of the EV’s status for leaving the parking spotAdditionalServiceRegRequest to use additional services within ASMASMServiceListService types supported by ASM (e.g.EV charging, car wash, parking, etc.)StationStatusStatus of each station (e.g. normal, fault)EquipmentStatusStatus of each Equipment (e.g. normal, fault, standby including waiting time)ServiceReselectionReqRequest to use additional servicesASMStatusAvailable ASM information (e.g. supported ASM, ASM status info etc.)ServiceTypeService types supported by ASM (e.g. EV charging, car wash, parking, etc.).

[0308] MessageDescriptionParameterDescriptionServiceReselectionResTransports information about the services reselected by the user (incl. timeout due to non-response from user)ResponseCodeResponseCode indicating the acknowledgment status of received by eMSPTimeoutNon-response from userSelectedServiceServices selected by user (e.g. EV charging, car wash, parking, etc.)SelectedModeService mode selected by the user (e.g. dynamic mode, schedule mode)ReservationTimeThe reservation time slot desired by the userAdditionalServiceResInformation of user service reselection and re-reservation (incl. timeout due to non-response from user)ResponseCodeResponseCode indicating the acknowledgment status of received by ASMTimeoutNon-response from userSelectedServiceServices selected by users (e.g. EV charging, car wash, parking, etc.)SelectedModeService mode selected by the user (e.g.dynamic mode, schedule mode)ReservationInfoIf the schedule mode is selected by the user, the reservation time slot desired by the userVehicleLeavingConfirmApproval of movement of vehicles parked in aEVSETimeoutNon-response from userVehicleMovingVehicle movement due to the user's re-selected service or vehicle movement due to the user's non-responseRereservationLockReqSecuring re-reservations for user-selected servicesReservationIDReservation ID informationVehicleInfoVehicle Status information (e.g. vehicle size, inlet location, etc.)ReservationStationStation reservation suitable for the service selected by the userReservationTimeThe reservation time slot desired by the user.

[0309] MessageDescriptionParameterDescriptionRereservationLockResResponse for re-reservation confirmationResponseCodeResponseCode indicating the acknowledgment status of received by the operatorConfirmedReservation confirmedPIN No.PIN code for authentication issued by Service OperatorAdditionalServiceConfirmConfirm service reselection from ASMReselectionConfirmedConfirm service reselectionServiceReselectionConfirmApprove services reselected by the userReselectionConfirmedConfirm service reselectionACDSessionStopReqRequest to terminate ACD charging sessionChargingSessionIndicates "pause" or "terminate" of an ACD charging sessionTerminationCodeNotation for termination of ACD charging session (e.g. URN, etc.)TerminationDescriptionExplanation for termination of ACD charging sessionACDSessionStopResResponse to terminate ACD charging sessionResponseCodeResponseCode indicating the acknowledgment status of received by the SECCTerminationStatusStatus of ACD charging session in EVCC (e.g.ongoing, fault, etc.).

[0310] FIG. 9 is a block diagram illustrating a generalized configuration for performing a method of mobility and a method of aEVSE according to one embodiment of the present disclosure.

[0311] Referring to FIG. 9, 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 instructing the at least one processor (3100) to perform at least one step described above. 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 instructions from the memory (3200) and executing them.

[0312] 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.

[0313] Each of the memory (3200) and the storage device (3400) may be composed of at least one of a volatile storage medium and a non-volatile storage medium. For example, the memory (3200) may be composed of at least one of read-only memory (ROM) and random access memory (RAM).

[0314] Additionally, the computing system (3000) may include a communication interface (3300) that performs communication through a wired / wireless network.

[0315] Additionally, the computing system (3000) may further include a storage device (3400), an input interface (3500), an output interface (3600), etc.

[0316] Additionally, each component included in the computing system (3000) can communicate with each other by being connected by a bus (3700).

[0317] A device including a processor (3100) according to one embodiment of the present invention may be, for example, a communicable desktop computer, laptop computer, notebook, smartphone, tablet PC, mobile phone, smart watch, smart glass, e-book reader, PMP (portable multimedia player), portable game console, navigation device, digital camera, DMB (digital multimedia broadcasting) player, digital audio recorder, digital audio player, digital video recorder, digital video player, PDA (Personal Digital Assistant), etc.

[0318] A device for controlling power transmission or determining operating conditions according to one embodiment of the present invention may be installed on the electric vehicle and / or charging station side in connection with an electric vehicle charging system, an electric vehicle power supply facility (aEVSE), and / or a charging manipulator, and may include a processor (3100) that receives and executes at least one command from a memory (3200).

[0319] A processor (3100) of a device according to one embodiment of the present invention may be provided on the EV side or the aEVSE side. Such a processor (3100) may perform a method of mobility and an aEVSE method including each of the following steps.

[0320] A method of such mobility comprises, when the mobility enters or leaves the vicinity of an automatic electric vehicle power supply unit (aEVSE), the step of transmitting an EV Approach Req message to the aEVSE upon entry; and receiving an EV Approach Res message from the aEVSE in response to the EV Approach Req message, and upon leaving, receiving an EV Leaving Req message from the aEVSE after charging is complete; and transmitting an EV Leaving Res message to the aEVSE in response to the EV Leaving Req message.

[0321] The above EV Approach Req message includes at least one of the Vehicle ID parameter, Reservation ID parameter, Vehicle Location parameter, or Attach Type parameter within the communication range of aEVSE, and the above EV Approach Res message includes at least one of the Response Code parameter, aEVSE ID parameter, Attach Type parameter, ACDA Availability parameter, Target Spot Position parameter, Parking Spot parameter, or Ready Docking parameter from aEVSE.

[0322] The EVLeavingReq message may include at least one of an EVStatus parameter and an estimated LeavingTime, and the EVLeavingRes message may include at least one of a ResponseCode parameter and an EVLeavingStatus parameter.

[0323] The method of such mobility may further include the step of, upon exiting, receiving a BillingReq message from an automatic electric vehicle power supply unit (aEVSE) after charging is complete, the BillingReq message including at least one of a TransactionID parameter, a TotalCost parameter, or a MeteringData parameter, and in response to this, transmitting a BillingRes message to the aEVSE including at least one of a ResponseCode parameter or a PaymentFinish parameter, and receiving a BillingConfirm message from the aEVSE to be notified of the completion of the payment procedure.

[0324] The step of receiving the above EVLeavingReq message includes mobile payment, plug and charge (PnC)

[0325] Alternatively, it can be performed after payment is completed using either Park & ​​Charge (PnC) or External Identification Means (EIM).

[0326] The method of such mobility may further include the step of, upon departure, receiving an EV Leaving Req message from an automatic electric vehicle power supply unit (aEVSE), the vehicle control module (VCMS, EVCC) of the mobility transmitting a Prepare VAS Req message to the orchestration system (OS) of the mobility, and in response to the request, the vehicle control module (VCMS, EVCC) receiving a Prepare VAS Req message from the OS.

[0327] The above PrepareVASReq message includes at least one of an OSReCheck parameter and a ServiceID parameter, and the above PrepareVASRes message may include at least one of a ResponseCode parameter, an OSStatus parameter, or a SupportedVASList parameter.

[0328] When leaving, after the mobility sends an EV Leaving Res message to an automatic electric vehicle power supply unit (aEVSE), the Area Management System (ASM) sends an Additional Service Req message to an e-mobility Service Provider (eMSP), and the eMSP sends a Service Reselection Req message to a user terminal. After the eMSP receives a Service Reselection Res message from the user terminal, the eMSP can send an Additional Service Res message containing the response result to the ASM.

[0329] The above AdditionalServiceReq message may include at least one of the ASMServiceList parameter, StationStatus parameter, EquipmentStatus parameter, or ASMStatus parameter, the above ServiceReselectionReq message may include at least one of the ASMStatus parameter and ServiceType parameter, the above ServiceReselectionRes message may include at least one of the ResponseCode parameter, Timeout parameter, SelectedService parameter, SelectedMode parameter, or ReservationTime parameter, and the above AdditionalServiceRes message may include at least one of the ResponseCode parameter, Timeout parameter, SelectedService parameter, SelectedMode parameter, or ReservationInfo parameter.

[0330] The method of such mobility may further include the step of, after the step of transmitting the EVLeavingRes message to aEVSE upon departure, receiving a session termination request (ACDSessionStopReq) message from aEVSE to terminate the automatic charging device (ACD) session after the departure of the mobility is approved; and the step of transmitting a session termination response (ACDSessionStopRes) message to aEVSE in response thereto.

[0331] The above ACDSessionStopReq message includes at least one of a ChargingSession parameter, a TerminationCode, or a TerminationDescription, and the above ACDSessionStopRes message may include at least one of a ResponseCode parameter or a TerminationStatus parameter.

[0332] Meanwhile, the method of the aEVSE comprises, when the mobility enters or leaves the vicinity of the automatic electric vehicle power supply unit (aEVSE), the step of receiving an EV Approach Req message from the mobility upon entry; and the step of transmitting an EV Approach Res message to the mobility in response to the EV Approach Req message, and upon leaving, the step of transmitting an EV Leaving Req message to the mobility after charging is completed; and the step of receiving an EV Leaving Res message from the mobility in response to the EV Leaving Req message.

[0333] The above EV Approach Req message includes at least one of the Vehicle ID parameter, Reservation ID parameter, Vehicle Location parameter, or Attach Type parameter within the communication range of aEVSE, and the above EV Approach Res message includes at least one of the Response Code parameter, aEVSE ID parameter, Attach Type parameter, ACDA Availability parameter, Target Spot Position parameter, Parking Spot parameter, or Ready Docking parameter from aEVSE.

[0334] The EVLeavingReq message may include at least one of an EVStatus parameter and an estimated LeavingTime, and the EVLeavingRes message may include at least one of a ResponseCode parameter and an EVLeavingStatus parameter.

[0335] The method of such aEVSE may further include the step of, upon exiting, sending a BillingReq message to the mobility after charging is complete, the message including at least one of a TransactionID parameter, a TotalCost parameter, or a MeteringData parameter; receiving a BillingRes message from the mobility that includes at least one of a ResponseCode parameter or a PaymentFinish parameter; and sending a BillingConfirm message to the mobility to notify the completion of the payment process.

[0336] The step of transmitting an EVLeavingReq message can be performed after payment is completed using one of the following methods: Mobile Pay, Plug & Charge (PnC), Park & ​​Charge (PnC), or External Identification Means (EIM).

[0337] When leaving, after the step in which the automatic electric vehicle power supply unit (aEVSE) transmits an EV Leaving Req message to the mobility, upon receipt of the EV Leaving Req message, after the exchange of Prepare VAS Req and Prepare VAS Res messages between the vehicle control module (VCMS, EVCC) and the orchestration system (OS) of the mobility, the step in which the aEVSE receives an EV Leaving Res message from the mobility may proceed.

[0338] The above PrepareVASReq message includes at least one of an OSReCheck parameter and a ServiceID parameter, and the above PrepareVASRes message may include at least one of a ResponseCode parameter, an OSStatus parameter, or a SupportedVASList parameter.

[0339] When leaving, after the aEVSE receives the EVLeavingRes message from the mobility, the Area Management System (ASM) sends an Additional Service Req message to the e-mobility Service Provider (eMSP), and the eMSP sends a Service Reselection Req message to the user terminal. After the eMSP receives a Service Reselection Res message from the user terminal, the eMSP can send an Additional Service Res message containing the response result to the ASM.

[0340] The above AdditionalServiceReq message may include at least one of the ASMServiceList parameter, StationStatus parameter, EquipmentStatus parameter, or ASMStatus parameter, the above ServiceReselectionReq message may include at least one of the ASMStatus parameter and ServiceType parameter, the above ServiceReselectionRes message may include at least one of the ResponseCode parameter, Timeout parameter, SelectedService parameter, SelectedMode parameter, or ReservationTime parameter, and the above AdditionalServiceRes message may include at least one of the ResponseCode parameter, Timeout parameter, SelectedService parameter, SelectedMode parameter, or ReservationInfo parameter.

[0341] The method of such aEVSE may further include the step of, after receiving the EVLeavingRes message from the mobility upon departure, sending a SessionStopReq message to the mobility to terminate the automatic charging device (ACD) session after the departure of the mobility is approved; and receiving a SessionStopRes message from the mobility in response thereto.

[0342] The above ACDSessionStopReq message includes at least one of a ChargingSession parameter, a TerminationCode, or a TerminationDescription, and the above ACDSessionStopRes message may include at least one of a ResponseCode parameter or a TerminationStatus parameter.

[0343] The operation 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 all types of recording devices in which information that can be read by a computer system is stored. Additionally, the computer-readable recording medium may be distributed across networked computer systems, allowing computer-readable programs or code to be stored and executed in a distributed manner.

[0344] In addition, computer-readable recording media may include hardware devices specifically configured to store and execute program instructions, such as ROM, RAM, and flash memory. Program instructions may include machine code, such as that generated by a compiler, as well as high-level language code that can be executed by a computer using an interpreter, etc.

[0345] Some aspects of the invention have been described in the context of a device, but may also be described according to 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 according to 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 of the most important method steps may be performed by such a device.

[0346] In the 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 the embodiments, a field-programmable gate array may operate with a microprocessor to perform one of the methods described herein. Generally, it is preferable that the methods be performed by some hardware device.

[0347] As described above, according to the method of the mobility and automatic electric vehicle power supply unit (aEVSE) of the present invention, all service procedures that occur when the mobility enters or exits the communication range of the aEVSE are automatically performed based on standardized messages, thereby enabling charging preparation, payment, session termination, vehicle exit, and re-selection of additional services to be performed organically without user intervention.

[0348] Although the present invention has been described with reference to preferred embodiments, those skilled in the art will understand that various modifications and changes can be made to the invention without departing from the spirit and scope of the invention as described in the following claims.

Claims

1. When mobility enters or leaves the vicinity of an automated EV Supply Equipment (aEVSE), as a method of mobility, Upon entry, A step of transmitting an EV Approach Req message to aEVSE; and The method includes the step of receiving an entry request response (EVApproachRes) message from aEVSE in response to the above EVApproachReq message, and When leaving, After charging is complete, receiving an EVLeavingReq message from aEVSE; and A step of transmitting an EVLeavingRes message to aEVSE in response to the EVLeavingReq message; Methods of mobility.

2. In Claim 1, The above EV Approach Req message includes at least one of a Vehicle ID parameter, a Reservation ID parameter, a Vehicle Location parameter, or an Attach Type parameter within the communication range of aEVSE, and The above EVApproachRes message includes at least one of the ResponseCode parameter, aEVSEID parameter, AttachType parameter, ACDAvailability parameter, TargetSpotPosition parameter, ParkingSpot parameter, or ReadyDocking parameter from aEVSE, and The above EV Leaving Req message includes at least one of an EV Status parameter and an estimated Leaving Time, and The above EVLeavingRes message includes at least one of a ResponseCode parameter and an EVLeavingStatus parameter, Methods of mobility.

3. In Claim 1, When leaving, After charging is complete, receive a BillingReq message from the automatic electric vehicle power supply unit (aEVSE) that includes at least one of a TransactionID parameter, a TotalCost parameter, or a MeteringData parameter, and In response to this, a BillingRes message including at least one of a ResponseCode parameter or a PaymentFinish parameter is transmitted to the aEVSE, and A method further comprising the step of receiving a BillingConfirm message from the aEVSE to be notified of the completion of the above payment procedure. Methods of mobility.

4. In Claim 1, The step of receiving the above EVLeavingReq message is, Performed after payment is completed via one of the following methods: Mobile Pay, Plug & Charge (PnC), Park & ​​Charge (PnC), or External Identification Means (EIM). Methods of mobility.

5. In Claim 1, When leaving, after receiving the EVLeavingReq message from the automatic electric vehicle power supply unit (aEVSE), The vehicle control module (VCMS, EVCC) of the above mobility transmits a value-added service preparation request (PrepareVASReq) message to the orchestration system (OS) of the above mobility, and In response to the above request, the vehicle control module (VCMS, EVCC) further includes the step of receiving a PrepareVASRes message from the OS. Methods of mobility.

6. In Claim 5, The above PrepareVASReq message is, It includes at least one of the OSReCheck parameter and the ServiceID parameter, The above PrepareVASRes message is, including at least one of the ResponseCode parameter, OSStatus parameter, or SupportedVASList parameter, Methods of mobility.

7. In Claim 1, When leaving, After the above mobility transmits an EVLeavingRes message to an automatic electric vehicle power supply (aEVSE), The Area Management System (ASM) sends an Additional Service Req message to the e-mobility Service Provider (eMSP), and The above eMSP sends a ServiceReselectionReq message to the user terminal, and After the above eMSP receives a ServiceReselectionRes message from the user terminal, the above eMSP transmits an AdditionalServiceRes message containing the response result to the ASM. Methods of mobility.

8. In Claim 7, The above AdditionalServiceReq message is, It includes at least one of the ASM ServiceList parameter, Station Status parameter, Equipment Status parameter, or ASM Status parameter, and The above ServiceReselectionReq message is, It includes at least one of the ASM Status parameter and the Service Type parameter, and The above ServiceReselectionRes message is, It includes at least one of the ResponseCode parameter, Timeout parameter, SelectedService parameter, SelectedMode parameter, or ReservationTime parameter, and The above AdditionalServiceRes message is, including at least one of the ResponseCode parameter, Timeout parameter, SelectedService parameter, SelectedMode parameter, or ReservationInfo parameter, Methods of mobility.

9. In Claim 1, In order to terminate the automatic charging device (ACD) session after the step of transmitting the EVLeavingRes message to aEVSE upon exit, and after the exit of the mobility is approved, A step of receiving a session termination request (ACDSessionStopReq) message from aEVSE; and In response to this, the method further includes the step of sending a session termination response (ACDSessionStopRes) message to aEVSE. Methods of mobility.

10. In Claim 9, The above ACDSessionStopReq message includes at least one of a ChargingSession parameter, a TerminationCode, or a TerminationDescription, and The above ACDSessionStopRes message includes at least one of a ResponseCode parameter or a TerminationStatus parameter, Methods of mobility.

11. When the mobility enters or leaves the vicinity of an automated EV Supply Equipment (aEVSE), as a method of the aEVSE, Upon entry, A step of receiving an EV Approach Req message from the mobility; and In response to the above EVApproachReq message, the method includes the step of transmitting an entry request response (EVApproachRes) message to the mobility. When leaving, After charging is complete, a step of transmitting an EV Leaving Req message to the mobility; and The method comprises the step of receiving an EVLeavingRes message from the mobility in response to the EVLeavingReq message. aEVSE method.

12. In Claim 11, The above EV Approach Req message includes at least one of a Vehicle ID parameter, a Reservation ID parameter, a Vehicle Location parameter, or an Attach Type parameter within the communication range of aEVSE, and The above EVApproachRes message includes at least one of the ResponseCode parameter, aEVSEID parameter, AttachType parameter, ACDAvailability parameter, TargetSpotPosition parameter, ParkingSpot parameter, or ReadyDocking parameter from aEVSE, and The above EV Leaving Req message includes at least one of an EV Status parameter and an estimated Leaving Time, and The above EVLeavingRes message includes at least one of a ResponseCode parameter and an EVLeavingStatus parameter, aEVSE method.

13. In Claim 11, When leaving, After charging is complete, a BillingReq message is sent to the mobility, including at least one of a TransactionID parameter, a TotalCost parameter, or a MeteringData parameter, and Receives a BillingRes message from Mobility that includes at least one of a ResponseCode parameter or a PaymentFinish parameter, A method further comprising the step of transmitting a BillingConfirm message to the mobility to notify the completion of the payment process, aEVSE method.

14. In Claim 11, The step of transmitting an EVLeavingReq message is, Performed after payment is completed via one of the following methods: Mobile Pay, Plug & Charge (PnC), Park & ​​Charge (PnC), or External Identification Means (EIM). aEVSE method.

15. In Claim 11, When leaving, After the step in which the automatic electric vehicle power supply (aEVSE) transmits an EVLeavingReq message to the mobility, Upon receipt of the above EVLeavingReq message, after the PrepareVASReq and PrepareVASRes messages are exchanged between the mobility vehicle control module (VCMS, EVCC) and the orchestration system (OS), The above aEVSE proceeds with the step of receiving an EVLeavingRes message from the above mobility, aEVSE method.

16. In Claim 15, The above PrepareVASReq message is, It includes at least one of the OSReCheck parameter and the ServiceID parameter, The above PrepareVASRes message is, including at least one of the ResponseCode parameter, OSStatus parameter, or SupportedVASList parameter, aEVSE method.

17. In Claim 11, When leaving, After the above aEVSE receives the EVLeavingRes message from the above mobility, The Area Management System (ASM) sends an Additional Service Req message to the e-mobility Service Provider (eMSP), and The above eMSP sends a ServiceReselectionReq message to the user terminal, and After the above eMSP receives a ServiceReselectionRes message from the user terminal, the above eMSP transmits an AdditionalServiceRes message containing the response result to the ASM. aEVSE method.

18. In Claim 17, The above AdditionalServiceReq message is, It includes at least one of the ASM ServiceList parameter, Station Status parameter, Equipment Status parameter, or ASM Status parameter, and The above ServiceReselectionReq message is, It includes at least one of the ASM Status parameter and the Service Type parameter, and The above ServiceReselectionRes message is, It includes at least one of the ResponseCode parameter, Timeout parameter, SelectedService parameter, SelectedMode parameter, or ReservationTime parameter, and The above AdditionalServiceRes message is, including at least one of the ResponseCode parameter, Timeout parameter, SelectedService parameter, SelectedMode parameter, or ReservationInfo parameter, aEVSE method.

19. In Claim 11, When leaving, After the step of receiving the EVLeavingRes message from the mobility, in order to terminate the automatic charging device (ACD) session after the departure of the mobility is approved, A step of transmitting a session termination request (ACDSessionStopReq) message to the above mobility; and In response to this, the method further includes the step of receiving a session termination response (ACDSessionStopRes) message from the mobility. aEVSE method.

20. In Claim 19, The above ACDSessionStopReq message includes at least one of a ChargingSession parameter, a TerminationCode, or a TerminationDescription, and The above ACDSessionStopRes message includes at least one of a ResponseCode parameter or a TerminationStatus parameter, aEVSE method.

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