Mobility method and asm method of service site when mobility enters or leaves service site including automated charging device (ACD)

Abstract

A mobility method according to the present disclosure is a method of mobility when the mobility enters or leaves the vicinity of an aEvSE, the mobility method comprising the steps of: when entering, transmitting an entry request (EV AppProachReq) message to the aEvSE and receiving an entry request response (EVAppProachRes) message; and when leaving, receiving a vehicle leaving request (EVleavingReq) message after completion of charging and transmitting a vehicle leaving response (EVleavingRes) message to the aEvSE.

Description

When mobility enters or exits a service site that includes an automatic charging device (ACD), the method of mobility and the method of ASM of the service site

[0001] The present disclosure relates to a method of mobility and a method of an Area Site Manager (ASM) of a service site, and more specifically, to a method of mobility and a method of an ASM of a service site when mobility enters or exits a service site that includes an Automatic Charging Device (ACD).

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

[0003] 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).

[0004] Meanwhile, Automated Charging Device (ACD) technology is rapidly spreading 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).

[0005] While existing ISO 15118-2 and 15118-20 standards define charging and payment procedures, they do not clearly specify the communication sequences or cooperation structures between actors regarding the process of a vehicle entering or leaving a service site equipped with an automated electric vehicle power supply (aEVSE). In other words, there are no standardized procedures regarding how an EV initiates communication with the Area Site Manager (ASM) when approaching a service site boundary, and how it prepares for entry by coordinating with multi-layered systems such as the Charging Station Operator (CSO), Charging Station (CS), Orchestration System (OS), and e-Mobility Service Provider (eMSP). Furthermore, when a vehicle leaves the site after charging is complete, payment, session release, and site status updates are not managed integrally, making it difficult to ensure consistency in overall service operations.

[0006] In addition, although various secondary actors such as ASM, CSO, eMSP, VAS, and DSO participate in the operation of charging infrastructure, the order of message exchange and roles among them are not clearly defined, which increases the operational complexity of service sites.

[0007] Consequently, existing V2G communication structures struggled to automate EV service site-level entry and exit procedures, or to perform site status synchronization and multi-layer readiness procedures between service layers. Therefore, in charging environments based on Automatic Charging Devices (ACDs), there were issues with degraded charging efficiency and user experience.

[0008] The technical problem that the present disclosure aims to solve is to provide a method of mobility and a method of an ASM that can fully automate the procedures for charging preparation, authentication, docking, billing, session termination, and value-added service linkage at the service site level by standardizing a series of communication procedures performed when a vehicle (EV) enters or leaves a service site that includes an automated charging device (ACD), and by defining a cooperative structure among multiple secondary actors such as a vehicle (EV), an area site manager (ASM), a charging station operator (CSO), a charging station (CS), an orchestration system (OS), and an e-mobility service provider (eMSP).

[0009] A method of mobility according to the present disclosure for solving such technical problems may include, when entering or leaving a service site including an automatic charging device (ACD), a step of transmitting a Site Approach Req message to an Area Management System (ASM) of the service site upon entry; and a step of receiving a Site Approach Res message from the ASM in response thereto, and a step of transmitting a Site Leave Req message to the ASM upon exit; and a step of receiving a Site Leave Res message from the ASM in response thereto.

[0010] The SiteApproachReq message may include at least one of a Vehicle ID parameter, a Reservation ID parameter, or a Vehicle Location parameter, the SiteApproachRes message may include at least one of a Response Code parameter, a ReservationConfirmed parameter, or an Authentication Code parameter, the SiteLeaveReq message may include at least one of a Vehicle ID parameter or a Vehicle Location parameter, and the SiteLeaveRes message may include at least one of a Response Code parameter or an ExitConfirmed parameter.

[0011] The method of such mobility may further include the step of transmitting an authentication request (AuthenticationReq) message to the ASM after the step of receiving the SiteApproachRes message upon entry; and the step of receiving an authentication response (AuthenticationRes) message from the ASM in response thereto.

[0012] The above AuthenticationReq message includes a SelectedAuthorizationCode parameter, and the above AuthenticationRes message may include at least one of a ResponseCode parameter, a ValidationResult parameter, or an Operation Design Domain Information (ODDInfo) parameter.

[0013] The method of such mobility may further include the step of transmitting an OS Ready Req message to an Orchestration System (OS) after the step of receiving a SiteApproachRes message from the ASM upon entry; and the step of receiving an OS Ready Res message from the OS in response thereto.

[0014] The above OSReadyReq message may include at least one of an OS processing status (OSProcessing) parameter or an operating area information download (ODDDown) parameter, and the above OSReadyRes message may include at least one of a response code parameter or an operating area information application confirmation (ODDDownConfirm) parameter.

[0015] A method of ASM according to the present disclosure for solving such technical problems may include, when a mobility enters or leaves a service site including an automatic charging device (ACD), a method of ASM of said service site, comprising: upon entry, a step of receiving a Site Approach Req message from said mobility; and in response thereto, a step of transmitting a Site Approach Res message to said mobility; and upon exit, a step of receiving a Site Leave Req message from said mobility; and in response thereto, a step of transmitting a Site Leave Res message to said mobility.

[0016] The SiteApproachReq message may include at least one of a Vehicle ID parameter, a Reservation ID parameter, or a Vehicle Location parameter, the SiteApproachRes message may include at least one of a Response Code parameter, a ReservationConfirmed parameter, or an Authentication Code parameter, the SiteLeaveReq message may include at least one of a Vehicle ID parameter or a Vehicle Location parameter, and the SiteLeaveRes message may include at least one of a Response Code parameter or an ExitConfirmed parameter.

[0017] The method of such ASM may further include the step of receiving an Authentication Req message from the mobility after the step of transmitting the SiteApproachRes message upon entry; and the step of transmitting an Authentication Res message to the mobility in response thereto.

[0018] The above AuthenticationReq message includes a SelectedAuthorizationCode parameter, and the above AuthenticationRes message may include at least one of a ResponseCode parameter, a ValidationResult parameter, or an Operation Design Domain Information (ODDInfo) parameter.

[0019] The method of such ASM may further include, after the step of transmitting the SiteApproachRes message upon entry, the step of transmitting a CSO Ready Req message to a Charging Station Operator (CSO); and the step of receiving a CSO Ready Res message from the CSO in response thereto.

[0020] The above CSOReadyReq message includes a CSO Processing parameter, and the above CSOReadyRes message may include at least one of a ResponseCode parameter or an ACD Session Identifier (ACDCSID) parameter.

[0021] Between the step of transmitting a CSOReadyReq message and the step of receiving a CSOReadyRes message, the CSO transmits a CS Ready Request (CSReadyReq) message to a Charging Station (CS), and in response thereto, the CS may transmit a CS Ready Response (CSReadyRes) message to the CSO.

[0022] The above CSReadyReq message includes a CS Processing parameter, and the above CSReadyRes message may include at least one of a ResponseCode parameter, an EVSEID parameter, an EVSELocationInfo parameter, or an EVSEGuideReady parameter.

[0023] This method of ASM may further include the step of sending a SiteStatusUpdate message to an e-Mobility Service Provider (eMSP) after the step of receiving the SiteLeaveReq message upon exit.

[0024] The above SiteStatusUpdate message may include at least one of an ASM identifier (ASMID), an ASM status (ASMStatus), an operator identifier (OperatorID), a station identifier (StationID), or a station status (StationStatus).

[0025] A mobility according to the present disclosure for solving such technical problems is a mobility configured to communicate with an Area Site Manager (ASM) of a service site when entering or leaving a service site that includes an Automated Charging Device (ACD), wherein the mobility includes a communication controller, and the communication controller is configured to transmit a Site Approach Req message to the ASM when entering the service site and to receive a Site Approach Res message from the ASM in response thereto, and to transmit a Site Leave Req message to the ASM when leaving the service site and to receive a Site Leave Res message from the ASM in response thereto.

[0026] The communication controller may be configured to include at least one of a Vehicle ID parameter, a Reservation ID parameter, or a Vehicle Location parameter in the SiteApproachReq message, and to receive at least one of a Response Code parameter, a ReservationConfirmed parameter, or an Authentication Code parameter from the SiteApproachRes message, and may be configured to include at least one of a Vehicle ID parameter or a Vehicle Location parameter in the SiteLeaveReq message, and to receive at least one of a Response Code parameter or an ExitConfirmed parameter from the SiteLeaveRes message.

[0027] The above mobility further includes an authentication module, and the authentication module may be configured to send an authentication request (AuthenticationReq) message to the ASM after receiving the SiteApproachRes message from the ASM, and to receive an authentication response (AuthenticationRes) message from the ASM in response thereto.

[0028] The authentication module is configured to include a SelectedAuthorizationCode parameter selected in the AuthenticationReq message, and may be configured to receive at least one of a ResponseCode parameter, a ValidationResult parameter, or an Operation Design Domain Information (ODDInfo) parameter from the AuthenticationRes message.

[0029] According to the method of the mobility and area site manager (ASM) according to the present invention, all communication and service procedures that occur when a mobility enters or leaves a service site including an automated charging device (ACD) are automatically performed based on standardized messages, so that the processes of charging preparation, authentication, billing, session termination, vehicle leaving, and service reselection can be organically linked within a multi-layered cooperative structure centered on the ASM without user intervention.

[0030] Accordingly, the readiness status between the Charging Station Operator (CSO), Charging Station (CS), Orchestration System (OS), and e-Mobility Service Provider (eMSP) is automatically synchronized during the pre- and post-entry stages of the vehicle, and resources within the service site (charging slots, parking areas, additional service equipment, etc.) are efficiently managed, thereby minimizing charging delays and session duplication, and significantly improving the operational efficiency and user experience of the Automatic Charging Device (ACD)-based charging environment.

[0031] FIG. 1 is a flowchart illustrating the approaching, docking, power transfer, payment, close session, and departure procedures of an EV according to an embodiment of the present invention in steps.

[0032] 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.

[0033] Figures 3a and 3b are diagrams illustrating the documentation system of the ISO 15118 3rd Generation (V2G-CI 3rd Generation) communication structure.

[0034] 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.

[0035] 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.

[0036] FIG. 6 is a sequence diagram illustrating the entry approval and OS preparation procedures between EV and ASM according to one embodiment of the present invention.

[0037] FIG. 7 is a sequence diagram illustrating the leaving ACD service site procedure of an EV according to one embodiment of the present invention.

[0038] FIG. 8 is a block diagram illustrating a generalized configuration for performing a method of mobility and a method of ASM of a service site according to one embodiment of the present disclosure.

[0039] 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.

[0040] 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.

[0041] 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.

[0042] 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".

[0043] 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.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] Some terms used in this specification are defined as follows.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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).

[0054] 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).

[0055] 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.

[0056] 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.

[0057] 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.

[0058] 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.

[0059] 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.

[0060] 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.

[0061] 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.

[0062] 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.

[0063] An inductive coupler can refer to a transformer formed by a primary device and a secondary device that transmits power through electrical isolation.

[0064] 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.

[0065] 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.

[0066] 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.

[0067] 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).

[0068] 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.

[0069] 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.

[0070] 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.

[0071] 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.

[0072] 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.

[0073] 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).

[0074] 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.

[0075] Ambient temperature may refer to the ground level temperature measured in the atmosphere of a target subsystem that is not exposed to direct sunlight.

[0076] Vehicle ground clearance may refer to the vertical distance between the road or road pavement and the lowest point of the vehicle floor pan.

[0077] 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.

[0078] 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.

[0079] 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.

[0080] 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.

[0081] A hazardous live component may refer to a live component capable of delivering a hazardous electric shock under certain conditions.

[0082] A live component can refer to any conductor or conductive part that is electrically active in its basic application.

[0083] Direct contact can refer to contact with a living being, such as a person.

[0084] Indirect contact may refer to contact with an exposed, conductive, electrically conductive active component due to insulation failure (see IEC 61140).

[0085] 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.

[0086] 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.

[0087] Correlation / Association may include the procedure for establishing a relationship between two peer communication entities.

[0088] 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.

[0089] 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.

[0090] 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.

[0091] 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.

[0092] 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.

[0093] 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.

[0094] 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.

[0095] 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.

[0096] 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.

[0097] '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.

[0098] 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).

[0099] 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.

[0100] A 'Charging station (CS)' may refer to a facility that includes one or more EV power supply units and actually performs charging for EVs.

[0101] 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.

[0102] '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).'

[0103] 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.

[0104] 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).

[0105] 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.

[0106] Electric Mobility Provider (EMP), Electric Mobility Service Provider (eMSP), and Mobility Service Provider (MSP) may be used with a similar meaning to Mobility Operator.

[0107] 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.

[0108] 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.

[0109] '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.

[0110] "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.

[0111] A 'certificate' can refer to an electronic document that binds a public key to an ID via a digital signature.

[0112] 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.

[0113] 'Plug-and-Charge (PnC)' may refer to a process in which authentication, authorization, load control, and payment are automatically performed 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 and verifying and transmitting signatures.

[0114] '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.

[0115] '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.

[0116] '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.

[0117] "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.

[0118] 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.

[0119] 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).

[0120] 'e-Mobility Account Identifier (eMAID)' may refer to a unique EV identifier that links a contract certificate to an EV owner's billing account.

[0121] 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.

[0122] 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."

[0123] 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.

[0124] 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.

[0125] 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.

[0126] 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.

[0127] 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.

[0128] Automated 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.

[0129] 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.

[0130] 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.

[0131] 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.

[0132] 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.

[0133] Details of the present invention will be explained below through the embodiments of FIGS. 2 to 9.

[0134] 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.

[0135] 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.

[0136] 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. That is, the matters related to EVSE, EVCC, etc. in this disclosure may also be applied to electric mobility. Furthermore, the matters described in this disclosure regarding EVSE may also be applied to aEVSE.

[0137] 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.

[0138] 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.

[0139] 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.

[0140] 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.

[0141] 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.

[0142] 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.

[0143] 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.

[0144] 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.

[0145] 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.

[0146] 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.

[0147] 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.

[0148] 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.

[0149] 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.

[0150] 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.

[0151] 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.

[0152] 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 checking the safety of the charging process and monitoring, can be performed by Level 1 communication technology.

[0153] 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.

[0154] 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.

[0155] 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.

[0156] 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.

[0157] 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.

[0158] 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.

[0159] 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.

[0160] 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.

[0161] 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.

[0162] 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.

[0163] 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.

[0164] 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.

[0165] 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.

[0166] 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.

[0167] Finally, during the departure phase, 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.

[0168] 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.

[0169] 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.

[0170] (1) ESDP / ENP stage

[0171] 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.

[0172] (2) TCP(TLS) step

[0173] 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.

[0174] (3) Session Handling and Service Negotiation Step

[0175] 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.

[0176] 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.

[0177] 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.

[0178] (4) Authorization step

[0179] 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.

[0180] (5) AC / DC charging stage

[0181] 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.

[0182] (6) Session Stop Step

[0183] 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.

[0184] 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.

[0185] 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.

[0186] (1) Common layer

[0187] 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.

[0188] 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.

[0189] 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.

[0190] ISO 15118-204 / 205 (Security): Can define a security framework for managing security and authentication (PPlug & Charge or Park & ​​Charge, including EIM) of communication channels.

[0191] 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.

[0192] (2) AC charging layer

[0193] 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.

[0194] (3) DC charging layer

[0195] 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.

[0196] 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.

[0197] ISO 15118-224 / 225 (CHAdeMO) may be a module for maintaining interoperability with the Japanese rapid charging method (CHAdeMO).

[0198] (4) Automated Connection Device (ACD) layer

[0199] 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.

[0200] (5) Wireless Charging Layer

[0201] 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.

[0202] (6) Optional Services Layer

[0203] The optional service tier may include Value Added Services (VAS) other than charging, such as PnC, EIM authentication, metering, and scheduling.

[0204] ISO 15118-250 / 251 (Authorization): Can define certification procedures such as Plug & Charger or Park & ​​Charge (PnC), External Identification Means (EIM).

[0205] ISO 15118-252 / 253 (Metering): Can define standardized formats for energy measurement and billing data.

[0206] ISO 15118-254 / 255 (Scheduling): Can define charging reservation and scheduling protocols.

[0207] 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.

[0208] 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).

[0209] 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.

[0210] 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.

[0211] 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).

[0212] 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.

[0213] 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.

[0214] 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.

[0215] 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.

[0216] 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.

[0217] 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.

[0218] 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.

[0219] 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.

[0220] 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.

[0221] 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.

[0222] 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).

[0223] 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.

[0224] 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.

[0225] 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.

[0226] 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.

[0227] The transmission and reception of various messages of the EV described below can be performed through a communication controller (EVCC), and authentication can be performed through an authentication module.

[0228] The following describes a scenario in which an EV enters the ASM (Entering ACD service site).

[0229] “Use-Case: EV Arrival at Service Site” is a scenario representing the procedure for an EV entering a service site (Entering ACD service site) according to an embodiment of the present invention. This use case defines a process in which, at the point when an EV arrives at a charging site equipped with an automatic power supply facility (aEVSE), the procedures for verifying reservation information, authenticating a session, and preparing for ACD charging are automatically performed through backend communication between an Area Site Manager (ASM), an ACD Operator, and an eMSP.

[0230] First, as a precondition, the ASM holds the reservation data for the pre-booked vehicle, and the ACD operator knows the location of the charging inlet for the EV. Additionally, the eMSP and the user have already approved the reserved charging session.

[0231] According to the Basic Scenario, when an EV arrives at a service site, it first transmits EV Arrival Information to the ASM to notify of its entry. Based on the received information, the ASM selects the next available aEVSE for charging and transmits the location and identification information of the selected aEVSE to the EV. Once it is confirmed that the aEVSE is available, the ASM provides the relevant information to the EV, and the EV moves to the guided location and approaches the designated aEVSE.

[0232] The ASM transmits available session information for the aEVSE to the ACD operator and then requests ACD session credentials for the aEVSE on behalf of the EV operator. Accordingly, the EV operator transmits their communication credentials to the ACD operator, and the ACD operator transmits this information to the aEVSE to complete session authentication. If authentication is successful, the ACD operator notifies the ASM of receiving the credentials, thereby completing the preparation for the initiation of the ACD charging session.

[0233] As for post-conditions, a reserved aEVSE is assigned to the EV, the EV recognizes the location and identification information of the aEVSE it needs to access, and the aEVSE verifies the EV's vehicle type and reservation information. Additionally, the aEVSE is granted "ACD Charging Access" rights for the authenticated EV.

[0234] As an alternative scenario, there are cases where backend communication is interrupted or the EV arrives at the ASM first without a reservation. In such cases, the ASM can temporarily allocate an aEVSE or perform a manual verification process through a separate exception handling procedure.

[0235] As such, in the EV entry procedure of the present invention, reservation confirmation, charging location designation, authentication information exchange, and session preparation are sequentially performed through automated message exchange between the ASM, ACD operator, and eMSP simultaneously with the EV's arrival at the service site, thereby enabling a fully automated charging preparation procedure to be performed without user intervention.

[0236] Hereinafter, with reference to FIG. 6, it will be explained in more detail.

[0237] FIG. 6 is a sequence diagram illustrating the entry approval and OS preparation procedures between EV and ASM according to one embodiment of the present invention.

[0238] As shown in Fig. 6, the EV performs a series of access and authentication procedures to the ASM through the VAS and OS modules, and the ASM links this to the CSO and CS to perform all system synchronization for charging preparation and parking guidance.

[0239] First, the EV signals its intention to enter by sending a SiteApproachReq message to the ASM. The SiteApproachReq message may include at least one of a Vehicle ID, a Reservation ID, or Vehicle Location coordinates (e.g., WGS84 coordinates). This information is used to identify the EV's access status and serves as basic data for the ASM to determine whether the vehicle is eligible for a pre-booked charging session.

[0240] When the ASM receives a SiteApproachReq message, it verifies the reservation information of the vehicle by interacting with an internal database or backend server. For example, the ASM can determine whether to allow access by searching a reservation table based on the VehicleID and ReservationID and determining whether the vehicle's current location (VehicleLocation) falls within the reserved charging area. Once verification is complete, the ASM transmits a SiteApproachRes message containing the result to the EV. The SiteApproachRes message includes at least one of a ResponseCode, ReservationConfirmed, or AuthenticationCode, thereby notifying the EV that the ASM has authorized its entry. In some embodiments, the ASM may provide an AuthenticationCode to inform the EV in advance of the authentication means (e.g., QR code, BLE token, etc.) that the EV can use during the subsequent authentication step.

[0241] Subsequently, the EV initiates the authentication process by transmitting an AuthenticationReq message to the ASM. The AuthenticationReq message includes a SelectedAuthorizationCode, which specifies which authentication method the EV has selected. For example, the EV may select one of the following: a manual driver input method, a QR code recognition method, or a secure session method between the vehicle and infrastructure.

[0242] When the ASM receives an AuthenticationReq message, it performs authentication verification through an internal authentication server or a security module within the ASM. Once verification is complete, the ASM transmits an AuthenticationRes message to the EV, and this message includes at least one of a ResponseCode, an AuthenticationResult (valid, invalid, or cancelled), or Operational Area Information (ODDInfo) within the ASM. Through the AuthenticationResult, the EV confirms that it is a vehicle properly registered within the ASM, and through the ODDInfo, it can obtain the Operational Area where driving is permitted within the site.

[0243] When the certification of the above EV is approved, the ASM internally sends a CSOReadyReq message to the Service Operator (e.g., Charging Station Operator, CSO) to notify that the EV is certified and to request readiness for charging services. The CSOReadyReq message may include a CSOProcessing parameter, which indicates that the CSO has entered the ACD charging readiness state. Upon receiving the request, the CSO initializes the connection with the Charging Station (CS) and checks the status of available automatic electric vehicle power supplies (aEVSE).

[0244] The CSO subsequently transmits a CSReadyReq message to the CS. The CSReadyReq message may include a CSProcessing parameter, which indicates that the CS has initiated a procedure for preparing the EV's ACD for charging. For example, the CS may check the aEVSE's automatic charging device (ACD), sensors, or parking guide system.

[0245] When preparation is complete, the CS transmits a CSReadyRes message to the CSO. The CSReadyRes message may include at least one of a ResponseCode, an aEVSE ID, aEVSELocationInfo, or aEVSEGuideReady. This information is used as base data to determine which aEVSE is available upon entry and whether route guidance for parking and merging is available.

[0246] Upon receiving the CSReadyRes message, the CSO updates its internal state and then transmits the CSOReadyRes message to the ASM. The CSOReadyRes message includes at least one of a ResponseCode or an ACDCSID (ACD Charging Session Identifier), through which the ASM confirms that all preparations on the charging infrastructure side are complete.

[0247] Meanwhile, when the EV receives an AuthenticationRes message from the ASM, it transmits an OSReadyReq message to the in-vehicle OS module. The OSReadyReq message includes OSProcessing and ODDDown parameters, which cause the EV's OS to initiate a preparation procedure for performing automatic parking or automated valet docking functions. The above downloads the operating area information (ODDInfo) transmitted from the ASM, recognizes the parking operation area and restricted zone, and initializes the internal control module.

[0248] In response to this, the OS sends an OSReadyRes message to the EV. The OSReadyRes message includes a ResponseCode or an ODDDownConfirm parameter, which indicates that the download of operating area information from the ASM has been successfully completed. With this, the parking control module of the EV is ready to perform the coupling procedure with the ACD charging facility.

[0249] As described above, in the procedure according to FIG. 6, access, authentication, preparation of charging facilities, and preparation of automatic parking of the EV are organically performed through step-by-step message exchange between the EV, ASM, CSO, and CS. In particular, the messages and parameters defined at each stage represent all procedures from the approval of EV entry to the completion of preparation of aEVSE in a standardized structure, as summarized in Tables 1 and 2 below, thereby enabling the implementation of a fully automated entry and charging preparation procedure without driver intervention.

[0250] MessageDescriptionParameterDescriptionSiteApproachReqEV sends an approach signal to ASMVehicleIDUser's vehicle ID information (e.g. vehicle VIN No.)ReservationIDReservation ID informationVehicleLocationVehicle current location information (e.g. WGS84)SiteApproachResResponse to ASM's EV entry permissionResponseCodeResponseCode indicating the acknowledgment status of received by the ASMReservationConfirmedConfirm that ASM is the reserved vehicleAuthenticationCodeAuthentication services that ASM can provide(e.g. QR code, etc.)AuthenticationReqEV requests authentication from ASMSelectedAuthorizationCodeAuthentication services selected by EV(e.g. manual(incl. user), QR code, etc)AuthenticationResAMS responds that EV is approvedResponseCodeResponseCode indicating the acknowledgment status of received by the ASMValidationResultResponse to authentication results(e.g. valid, invalid, revoked)ODDInfoODD infomation in ASM

[0251] MessageDescriptionParameterDescriptionCSOReadyReqSend information that the vehicle has been approved by the ASMCSOProcessingCSO ready for EV to charge ACDCSReadyReqRequest to prepare aEVSE availableCSProcessingCS ready for EV to charge ACDCSReadyResAvailable aEVSE Ready ResponseResponseCodeResponseCode indicating the acknowledgment status of received by the CSaEVSEIDaEVSE ID for ACD chargingaEVSELocationInfoLocation information for aEVSE in ASMaEVSEGuideReadyPrepare the operation of the parking guide sensor supported by the aEVSE,taking into account the list of VASs supported by the vehicleCSOReadyResResponse that ACD CSO is readyResponseCodeResponseCode indicating the acknowledgment status of received by the CSOACDCSIDACD CS ID for ACD chargingOSReadyReqRequest OS readiness for EVs to access and park EVSEOSProcessingPrepare OS for Automated ValetODDDownDownload ODD information received from ASMOSReadyResResponse that the OS is readyResponseCodeResponseCode indicating the acknowledgment status of received by the OSODDDownConfirmODD information download from ASM completed,

[0252] Subsequently, it automates the reservation confirmation, communication session establishment, docking preparation, and compatibility verification procedures performed when the EV approaches the automatic electric vehicle power supply (aEVSE).

[0253] The EV transmits reservation, location, and charger identification information via the ASM or OS, and the aEVSE initiates charging preparation based on this information. If there is no prior reservation, the ASM / OS displays a list of available aEVSEs, and the facility selected by the user is automatically linked to the session. The EV transmits the estimated parking location via WLAN or UWB communication, and the aEVSE adjusts the orientation of the charging arm to transition to a docking-ready state. During this process, availability signage, compatibility verification, and switching to an alternative charging facility are also performed automatically. Subsequently, the EV exits the automatic electric vehicle power supply (aEVSE) and the ASM.

[0254] The following describes a scenario in which an EV leaves the ASM (Leaving ACD service site).

[0255] This use case defines a series of processes in which, after an EV terminates a charging session at an automated electric vehicle power supply unit (aEVSE), it verifies the vehicle's exit via the Area Site Manager (ASM), updates the site status to the eMobility Service Provider (eMSP), and returns to a state ready for charging the next vehicle.

[0256] First, as a precondition, the EV has successfully terminated the ACD session with the aEVSE via WLAN or UWB communication and has reached the buffer zone within the service area. The ASM has already been notified of the EV's termination of the ACD session, and the aEVSE has completely disconnected from the EV and transitioned to a standby state. At this point, the ASM sets the aEVSE's status to "available," ensuring readiness for the entry of the next EV.

[0257] According to the Basic Scenario, when the EV is ready to exit, it sends a SiteLeaveReq message to the ASM. This SiteLeaveReq message may include Vehicle ID and Vehicle Location coordinates (e.g., WGS84 coordinates), and the ASM receives this to verify whether the vehicle's session has ended. Once verification is complete, the ASM sends a SiteLeaveRes message to the EV, which includes a ResponseCode and ExitConfirmed information. Through this, the ASM officially approves the EV's exit, and after receiving the response, the EV leaves the buffer zone of the service area to complete the exit procedure.

[0258] After the EV has completely exited, the ASM deletes the EV's session and vehicle-related information from its internal database and updates the site status. Subsequently, the ASM sends a SiteStatusUpdate message to the eMSP to notify it of the aEVSE's availability status and the ASM's operational status. The SiteStatusUpdate message may include the ASM Identifier (ASMID), ASM Status (ASMStatus), Operator Identifier (OperatorID), Charging Station Identifier (StationID), and the operational status of each station (StationStatus, e.g., normal, broken, etc.). Through this, the eMSP can verify the real-time availability status of the entire site and efficiently manage the reservation system or the entry procedure for the next EV.

[0259] As for post-conditions, once the EV completely leaves the service area and the ASM confirms its departure, EV-related information is deleted from the backend system, and the status of the aEVSE and site is updated to “available” in the eMSP. This allows the entire charging infrastructure to return to a ready state for the next vehicle.

[0260] As an alternative scenario, vehicle movement may be controlled by an AVPS (Automated Valet Parking System) or AVDS (Automated Vehicle Docking System). In this case, since vehicle movement control is performed by the respective system, it is not included within the scope of this use case.

[0261] As such, in the EV exit procedure of the present invention, vehicle exit, session cleanup, and site status updating are automatically performed through standardized message exchange (SiteLeaveReq, SiteLeaveRes, SiteStatusUpdate) between the EV, ASM, and eMSP. Therefore, the entire process from the completion of EV charging to exiting the site and preparing for the next vehicle is fully automated without driver intervention, thereby maximizing the operational efficiency and turnover of the charging infrastructure.

[0262] Hereinafter, with reference to FIG. 7, it will be explained in more detail.

[0263] FIG. 7 is a sequence diagram illustrating the EV service site departure procedure (Leaving ACD service site) according to an embodiment of the present invention. This procedure represents a series of processes in which, after the EV finishes charging and all sessions, it completely leaves the service area via ASM and the site status is updated to eMSP.

[0264] As illustrated in FIG. 7, when the EV is ready to leave the service area after the charging and authentication procedures are completed, it sends a SiteLeaveReq message to the ASM. The SiteLeaveReq message may include at least one of a Vehicle ID parameter or a Vehicle Location parameter (e.g., WGS84 coordinates).

[0265] Through this, the ASM confirms that the EV has actually entered the service site's buffer zone or a designated exit area and initiates the exit procedure. Upon receiving the SiteLeaveReq message, the ASM refers to its internal database to verify whether the EV's session has terminated normally and whether the physical connection with the aEVSE has already been released. Once verification is complete, the ASM sends a SiteLeaveRes message to the EV. The SiteLeaveRes message may include at least one of a ResponseCode parameter or an ExitConfirmed parameter, thereby formally authorizing the EV to leave the site. The ResponseCode parameter indicates the result of message reception and processing, while the ExitConfirmed parameter specifies that the EV's exit has been approved.

[0266] The above EV confirms permission to exit by receiving the SiteLeaveRes message and subsequently leaves the site boundary completely.

[0267] Meanwhile, the above ASM internally updates the status information of the site and transmits a SiteStatusUpdate message to notify an external e-Mobility Service Provider (eMSP) of the result. The SiteStatusUpdate message may include at least one of the following parameters: ASM Identifier (ASMID) parameter, ASM Status (ASMStatus) parameter, Operator Identifier (OperatorID) parameter, Charging Station Identifier (StationID) parameter, or Station Status (e.g., Normal, Faulty, etc.) parameter for the operational status of each station. Through this, the eMSP can identify the real-time operational status of the ASM and the subordinate charging station and manage the availability of charging for the next EV.

[0268] Accordingly, the exit of an EV from a service area is fully automated through the interoperability between the EV, ASM, and eMSP according to the procedure in Fig. 7, and the ASM can maximize the utilization efficiency of the charging infrastructure by immediately updating the site status based on the EV's exit event. That is, through a series of message exchanges leading from the EV's SiteLeaveReq → SiteLeaveRes → SiteStatusUpdate, vehicle exit, session termination, and service site status updates are performed consistently in real time.

[0269] Table 3 below summarizes the messages and parameters when the EV leaves the ASM (Leaving ACD service site).

[0270] MessageDescriptionParameterDescriptionSiteLeaveReqEV sends a leave signal to ASMVehicleIDUser's vehicle ID information (eg vehicle VIN No.)VehicleLocationVehicle current location information (eg WGS84)SiteLeaveResResponse to ASM's EV exit permissionResponseCodeResponseCode indicating the acknowledgment status of received by the ASMExitConfirmedASM confirms vehicle is about to leave siteSiteStatusUpdateUpdate site status to eMSPASMIDASM ID informationASMStatusAvailable and status ASM information(eg available ASM, ASM status, etc.)OperatorIDIdentification each service operatorStationIDIdentification each stationStationStatusStatus of each station (eg normal, fault)

[0271] FIG. 8 is a block diagram illustrating a generalized configuration for performing a method of mobility and a method of ASM of a service site according to one embodiment of the present disclosure.

[0272] Referring to FIG. 8, 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.

[0273] 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.

[0274] 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).

[0275] Additionally, the computing system (3000) may include a communication interface (3300) that performs communication through a wired / wireless network.

[0276] Additionally, the computing system (3000) may further include a storage device (3400), an input interface (3500), an output interface (3600), etc.

[0277] Additionally, each component included in the computing system (3000) can communicate with each other by being connected by a bus (3700).

[0278] 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.

[0279] 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, ASM, 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).

[0280] A processor (3100) according to one embodiment of the present invention can perform a method executed by a computing system or controller on the EV side or the ASM side. Such a processor (3100) can perform a method of mobility including each of the following steps.

[0281] A method of mobility may include the step of transmitting a Site Approach Req message to an Area Management System (ASM) of a service site upon entry; and in response thereto, a method of mobility that, upon entering or exiting a service site including an Automatic Charging Device (ACD), includes the step of transmitting a Site Approach Req message to an Area Management System (ASM) of a service site upon entry; and in response thereto, a step of receiving a Site Approach Res message from the ASM, and upon exiting, a step of transmitting a Site Leave Req message to the ASM; and in response thereto, a step of receiving a Site Leave Res message from the ASM.

[0282] The SiteApproachReq message may include at least one of a Vehicle ID parameter, a Reservation ID parameter, or a Vehicle Location parameter, the SiteApproachRes message may include at least one of a Response Code parameter, a ReservationConfirmed parameter, or an Authentication Code parameter, the SiteLeaveReq message may include at least one of a Vehicle ID parameter or a Vehicle Location parameter, and the SiteLeaveRes message may include at least one of a Response Code parameter or an ExitConfirmed parameter.

[0283] The method of such mobility may further include the step of transmitting an authentication request (AuthenticationReq) message to the ASM after the step of receiving the SiteApproachRes message upon entry; and the step of receiving an authentication response (AuthenticationRes) message from the ASM in response thereto.

[0284] The above AuthenticationReq message includes a SelectedAuthorizationCode parameter, and the above AuthenticationRes message may include at least one of a ResponseCode parameter, a ValidationResult parameter, or an Operation Design Domain Information (ODDInfo) parameter.

[0285] The method of such mobility may further include the step of transmitting an OS Ready Req message to an Orchestration System (OS) after the step of receiving a SiteApproachRes message from the ASM upon entry; and the step of receiving an OS Ready Res message from the OS in response thereto.

[0286] The above OSReadyReq message may include at least one of an OS processing status (OSProcessing) parameter or an operating area information download (ODDDown) parameter, and the above OSReadyRes message may include at least one of a response code parameter or an operating area information application confirmation (ODDDownConfirm) parameter.

[0287] The method of such ASM may include, as a method of ASM of said service site when a mobility enters or exits a service site that includes an automatic charging device (ACD), the step of receiving a Site Approach Req message from said mobility upon entry; and the step of transmitting a Site Approach Res message to said mobility in response thereto, and the step of receiving a Site Leave Req message from said mobility upon exit; and the step of transmitting a Site Leave Res message to said mobility in response thereto.

[0288] The SiteApproachReq message may include at least one of a Vehicle ID parameter, a Reservation ID parameter, or a Vehicle Location parameter, the SiteApproachRes message may include at least one of a Response Code parameter, a ReservationConfirmed parameter, or an Authentication Code parameter, the SiteLeaveReq message may include at least one of a Vehicle ID parameter or a Vehicle Location parameter, and the SiteLeaveRes message may include at least one of a Response Code parameter or an ExitConfirmed parameter.

[0289] The method of such ASM may further include the step of receiving an Authentication Req message from the mobility after the step of transmitting the SiteApproachRes message upon entry; and the step of transmitting an Authentication Res message to the mobility in response thereto.

[0290] The above AuthenticationReq message includes a SelectedAuthorizationCode parameter, and the above AuthenticationRes message may include at least one of a ResponseCode parameter, a ValidationResult parameter, or an Operation Design Domain Information (ODDInfo) parameter.

[0291] The method of such ASM may further include, after the step of transmitting the SiteApproachRes message upon entry, the step of transmitting a CSO Ready Request (CSOReadyReq) message to a Service Operator (e.g., Charging Station Operator, CSO); and the step of receiving a CSO Ready Res message from the CSO in response thereto.

[0292] The above CSOReadyReq message includes a CSO Processing parameter, and the above CSOReadyRes message may include at least one of a ResponseCode parameter or an ACD Session Identifier (ACDCSID) parameter.

[0293] Between the step of transmitting a CSOReadyReq message and the step of receiving a CSOReadyRes message, the CSO transmits a CS Ready Request (CSReadyReq) message to a Charging Station (CS), and in response thereto, the CS may transmit a CS Ready Response (CSReadyRes) message to the CSO.

[0294] The above CSReadyReq message includes a CS Processing parameter, and the above CSReadyRes message may include at least one of a ResponseCode parameter, an EVSEID parameter, an EVSELocationInfo parameter, or an EVSEGuideReady parameter.

[0295] This method of ASM may further include the step of sending a SiteStatusUpdate message to an e-Mobility Service Provider (eMSP) after the step of receiving the SiteLeaveReq message upon exit.

[0296] The above SiteStatusUpdate message may include at least one of an ASM identifier (ASMID), an ASM status (ASMStatus), an operator identifier (OperatorID), a station identifier (StationID), or a station status (StationStatus).

[0297] 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.

[0298] 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.

[0299] 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.

[0300] 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.

[0301] As described above, according to the method of the mobility and area site manager (ASM) of the present invention, all communication and service procedures that occur when a mobility enters or leaves a service site including an automated charging device (ACD) are automatically performed based on standardized messages, so that the processes of charging preparation, authentication, billing, session termination, vehicle leaving, and service reselection can be organically linked within a multi-layered cooperative structure centered on the ASM without user intervention.

[0302] Accordingly, the readiness status between Service Operators (e.g., Charging Station Operator, CSO), Charging Stations (CS), Orchestration Systems (OS), and e-Mobility Service Providers (eMSP) is automatically synchronized during the pre- and post-entry stages of a vehicle, and resources within the service site (charging slots, parking areas, additional service equipment, etc.) are efficiently managed. This minimizes charging delays and session duplication, and significantly improves the operational efficiency and user experience of an Automatic Charging Device (ACD)-based charging environment.

[0303] 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. As a method of mobility when entering or leaving a service site that includes an Automated Charging Device (ACD), Upon entry, A step of sending a SiteApproachReq message to the Area Site Manager (ASM) of the service site; and In response to this, the method includes the step of receiving a SiteApproachRes message from the ASM, and A step of sending a SiteLeaveReq message to the ASM upon exit; and In response to this, the method includes the step of receiving a SiteLeaveRes message from the ASM. Methods of mobility.

2. In Claim 1, The above SiteApproachReq message includes at least one of a Vehicle ID parameter, a Reservation ID parameter, or a Vehicle Location parameter, and The above SiteApproachRes message includes at least one of a ResponseCode parameter, a ReservationConfirmed parameter, or an AuthenticationCode parameter, and The above SiteLeaveReq message includes at least one of a Vehicle ID parameter or a Vehicle Location parameter, and The above SiteLeaveRes message includes at least one of a ResponseCode parameter or an ExitConfirmed parameter, Methods of mobility.

3. In Claim 1, Upon entry, After the step of receiving the above SiteApproachRes message, The step of sending an Authentication Req message to the above ASM; and In response to this, the method further comprises the step of receiving an AuthenticationRes message from the ASM. Methods of mobility.

4. In Claim 3, The above AuthenticationReq message is, Includes the SelectedAuthorizationCode parameter, The above AuthenticationRes message includes at least one of a ResponseCode parameter, a ValidationResult parameter, or an Operation Design Domain Information (ODDInfo) parameter, Methods of mobility.

5. In Claim 1, Upon entry, After the step of receiving the SiteApproachRes message from the above ASM, A step of sending an OSReadyReq message to an Orchestration System (OS); and In response to this, the method further includes the step of receiving an OS Ready Res message from the OS. Methods of mobility.

6. In Claim 5, The above OSReadyReq message includes at least one of the OS processing status (OSProcessing) parameter or the operation area information download (ODDDown) parameter, and The above OSReadyRes message includes at least one of a ResponseCode parameter or an ODDDownConfirm parameter, Methods of mobility.

7. When a mobility device enters or exits a service site that includes an Automated Charging Device (ACD), as a method of the Area Site Manager (ASM) of the said service site, Upon entry, A step of receiving a Site Approach Req message from the above mobility; and In response to this, the method includes the step of transmitting a SiteApproachRes message to the said mobility, When leaving, A step of receiving a SiteLeaveReq message from the above mobility; and In response to this, the method includes the step of transmitting a SiteLeaveRes message to the mobility. ASM method.

8. In Claim 7, The above SiteApproachReq message includes at least one of a Vehicle ID parameter, a Reservation ID parameter, or a Vehicle Location parameter, and The above SiteApproachRes message includes at least one of a ResponseCode parameter, a ReservationConfirmed parameter, or an AuthenticationCode parameter, and The above SiteLeaveReq message includes at least one of a Vehicle ID parameter or a Vehicle Location parameter, and The above SiteLeaveRes message includes at least one of a ResponseCode parameter or an ExitConfirmed parameter, ASM method.

9. In Claim 7, Upon entry, After the step of transmitting the above SiteApproachRes message, A step of receiving an Authentication Req message from the above mobility; and In response to this, the method further includes the step of sending an AuthenticationRes message to the said mobility. ASM method.

10. In Claim 9, The above AuthenticationReq message includes a SelectedAuthorizationCode parameter, and The above AuthenticationRes message includes at least one of a ResponseCode parameter, a ValidationResult parameter, or an Operation Design Domain Information (ODDInfo) parameter, ASM method.

11. In Claim 7, Upon entry, After the step of transmitting the above SiteApproachRes message, A step of sending a CSOReadyReq message to a Charging Station Operator (CSO); and In response to this, the method further comprises the step of receiving a CSO Ready Res message from the CSO. ASM method.

12. In Claim 11, The above CSOReadyReq message includes a CSO processing status (CSOProcessing) parameter, and The above CSOReadyRes message includes at least one of a ResponseCode parameter or an ACD Session Identifier (ACDCSID) parameter, ASM method.

13. In Claim 11, Between the step of sending the CSOReadyReq message and the step of receiving the CSOReadyRes message, The above CSO sends a CS Ready Req message to the Charging Station (CS), and In response to this, the CS sends a CS Ready Res message to the CSO, ASM method.

14. In Claim 13, The above CSReadyReq message includes a CS processing status (CSProcessing) parameter, and The above CSReadyRes message includes at least one of the ResponseCode parameter, the aEVSEID parameter, the aEVSELocationInfo parameter, or the aEVSEGuideReady parameter. ASM method.

15. In Claim 7, When leaving, After the step of receiving the above SiteLeaveReq message, A method further comprising the step of sending a SiteStatusUpdate message to an e-Mobility Service Provider (eMSP), ASM method.

16. In Claim 15, The above SiteStatusUpdate message includes at least one of an ASM identifier (ASMID), ASM status (ASMStatus), operator identifier (OperatorID), station identifier (StationID), or station status (StationStatus). ASM method.

17. A mobility device configured to communicate with the Area Site Manager (ASM) of a service site when entering or leaving a service site that includes an Automated Charging Device (ACD), The above mobility includes a communication controller, and the communication controller is, When entering the service site, Send a Site Approach Req message to the above ASM, and In response to this, it is configured to receive SiteApproachRes messages from the above ASM, and When leaving the service site, Send a SiteLeaveReq message to the above ASM, and In response to this, configured to receive a SiteLeaveRes message from the above ASM, Mobility.

18. In Claim 17, The above communication controller is, The above SiteApproachReq message is configured to include at least one of a Vehicle ID parameter, a Reservation ID parameter, or a Vehicle Location parameter, and It is configured to receive at least one of the ResponseCode parameter, the ReservationConfirmed parameter, or the AuthenticationCode parameter from the above SiteApproachRes message, and The above SiteLeaveReq message is configured to include at least one of a Vehicle ID parameter or a Vehicle Location parameter, and Configured to receive at least one of the ResponseCode parameter or the ExitConfirmed parameter from the above SiteLeaveRes message, Mobility.

19. In Claim 17, The above mobility further includes an authentication module, and The above authentication module is, After receiving the SiteApproachRes message from the above ASM, Send an Authentication Req message to the above ASM, and In response to this, configured to receive an AuthenticationRes message from the above ASM, Mobility.

20. In Claim 19, The above authentication module is, The above AuthenticationReq message is configured to include a SelectedAuthorizationCode parameter, and Configured to receive at least one of the ResponseCode parameter, the ValidationResult parameter, or the Operation Design Domain Information (ODDInfo) parameter from the above AuthenticationRes message, Mobility.

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