Method for controlling charging of ev, method for controlling charging of aevse, and communication controller using same

Abstract

The method for controlling charging of an EV comprises the steps in which: the EV receives a charge initiation message from an aEVSE; the EV transmits a charge approval message to the aEVSE in response to the charge initiation message; the EV receives a charge status update message from the aEVSE; the EV transmits a charge control message to the aEVSE; and the EV receives a charge completion message from the aEVSE. Accordingly, a charging session using ACD can be automated and standardized.

Description

Charging control method for EV, charging control method for AEVSE, and communication controller using the same

[0001] The present disclosure relates to a charging control method for an EV, a charging control method for an aEVSE, and a communication controller using the same, and more specifically, to a charging control method for an EV using a standardized message, a charging control method for an aEVSE, and a communication controller using the same.

[0002] With the rapid expansion of electric vehicles (EVs) in recent years, various charging infrastructure technologies are being developed to simultaneously improve charging efficiency and user convenience. In particular, Automated Charging Device (ACD) technology, which automatically performs the coupling and disconnection processes between a vehicle's charging port and an Electric Vehicle Supply Equipment (EVSE), is attracting attention.

[0003] However, conventional automatic charging systems have primarily focused on mechanical coupling and disengagement operations, failing to adequately consider charging communication synchronization or status verification procedures between the EV and EVSE. This has led to safety issues, such as mismatched charging start timing or the connector being released during power transmission.

[0004] Furthermore, conventional charging systems suffered from poor charging efficiency and compatibility because they were unable to exchange information such as current, voltage, battery status, and temperature in real time during the charging process, and charging control messages were not standardized. In particular, there was a limitation in that efficient power management and operation were difficult due to the lack of a function to adjust charging power by reflecting the load status or tariff information of the power grid.

[0005] Therefore, there is a need for charging control technology that can automatically perform the charging process between EVs and aEVSEs through standardized messages and verify the status of each stage in real time.

[0006] The technical problem that the present disclosure aims to solve is to provide a charging control method for an EV and a charging control method for an automated EV Supply Equipment (aEVSE) that can ensure automation, intelligence, and safety through standardized messages in charging performed between an electric vehicle (EV) and an automated EV Supply Equipment (aEVSE) using an automated charging device (ACD).

[0007] In addition, the technical problem that the present disclosure aims to solve is to provide a communication controller using the charging control method of the EV described above and a communication controller using the charging control method of an aEVSE.

[0008] According to embodiments of the present disclosure for solving such technical problems, a charging control method for an EV is provided for controlling charging performed between an electric vehicle (EV) and an automated EV supply equipment (aEVSE) using an automated charging device (ACD). The charging control method for the EV comprises the steps of: the EV receiving a charging initiation message from the aEVSE; the EV transmitting a charging acknowledgment message (ChargingAck) to the aEVSE in response to the charging initiation message; the EV receiving a charging status update message (ChargingStatusUpdate) from the aEVSE; the EV transmitting a charging control message (ChargingControl) to the aEVSE; and the EV receiving a charging completion message (ChargingComplete) from the aEVSE.

[0009] The above ChargingInitiation message may include one or more of the following parameters: MaxOutputPower, which indicates the maximum output power of the aEVSE; SupportedProtocol, which indicates the communication protocol supported by the aEVSE; TariffInfo, which indicates charging cost information; and MatingConfirmation, which indicates confirmation that EV connector mating is complete.

[0010] The above charging acknowledgment message (ChargingAck) may include one or more of the following parameters: a ResponseCode parameter indicating the acknowledgment status of the charging start message; a TargetSOC parameter indicating the target charging state of the EV; a MaxChargeCurrent parameter indicating the maximum allowable charging current of the EV battery; a MaxChargeVoltage parameter indicating the maximum allowable charging voltage of the EV battery; a V2G_Enabled parameter indicating whether V2G operation is activated; and a ThermalStatus parameter indicating the temperature status of the battery.

[0011] The above ChargingStatusUpdate message may include one or more of the OutputVoltage parameter representing the current output voltage, the OutputCurrent parameter representing the current output current, the DeliveredEnergy parameter representing the accumulated transfer energy, and the FaultCode parameter representing an error code.

[0012] The above charging control message (ChargingControl) may include one or more of the RequestedPower parameter representing the requested charging power and the DynamicLimit parameter representing hourly power constraints.

[0013] The above ChargingComplete message may include one or more of a Stop parameter indicating the reason for completion of charging and a FinalSOC parameter indicating the final charge state.

[0014] The charging control method of the EV described above may further include, prior to the step of the EV receiving a charging initiation message from the aEVSE, a step of the EV receiving a docking confirmation message from the aEVSE, or a step of the EV transmitting a docking confirmation message to the aEVSE; and after the step of the EV receiving a charging completion message from the aEVSE, a step of the EV receiving an undocking setup request message from the aEVSE, or a step of the EV transmitting an undocking setup request message to the aEVSE.

[0015] The charging control method of the above EV may further include the step of the EV notifying the user of the completion of charging after the step of the EV receiving a charging completion message (ChargingComplete) from the aEVSE.

[0016] According to embodiments of the present disclosure, a charging control method for an aEVSE is provided for controlling charging performed between an electric vehicle (EV) and an automated EV supply equipment (aEVSE) using an automated charging device (ACD). The charging control method for the aEVSE comprises the steps of: the aEVSE transmitting a charging initiation message to the EV; the aEVSE receiving a charging acknowledgment message (ChargingAck) from the EV in response to the charging initiation message; the aEVSE transmitting a charging status update message (ChargingStatusUpdate) to the EV; the aEVSE receiving a charging control message (ChargingControl) from the EV; and the aEVSE transmitting a charging completion message (ChargingComplete) to the EV.

[0017] The above ChargingInitiation message may include one or more of the following parameters: MaxOutputPower, which indicates the maximum output power of the aEVSE; SupportedProtocol, which indicates the communication protocol supported by the aEVSE; TariffInfo, which indicates charging cost information; and MatingConfirmation, which indicates confirmation that EV connector mating is complete.

[0018] The above charging acknowledgment message (ChargingAck) may include one or more of the following parameters: a ResponseCode parameter indicating the acknowledgment status of the charging start message; a TargetSOC parameter indicating the target charging state of the EV; a MaxChargeCurrent parameter indicating the maximum allowable charging current of the EV battery; a MaxChargeVoltage parameter indicating the maximum allowable charging voltage of the EV battery; a V2G_Enabled parameter indicating whether V2G operation is activated; and a ThermalStatus parameter indicating the temperature status of the battery.

[0019] The above ChargingStatusUpdate message may include one or more of the OutputVoltage parameter representing the current output voltage, the OutputCurrent parameter representing the current output current, the DeliveredEnergy parameter representing the accumulated transfer energy, and the FaultCode parameter representing an error code.

[0020] The above charging control message (ChargingControl) may include one or more of the RequestedPower parameter representing the requested charging power and the DynamicLimit parameter representing hourly power constraints.

[0021] The above ChargingComplete message may include one or more of a Stop parameter indicating the reason for completion of charging and a FinalSOC parameter indicating the final charge state.

[0022] The charging control method of the aEVSE above may further include, prior to the step of the aEVSE transmitting a charging initiation message to the EV, a step of the aEVSE receiving a docking confirmation message from the EV or the aEVSE transmitting a docking confirmation message to the EV, and after the step of the aEVSE transmitting a charging completion message to the EV, a step of the aEVSE receiving an undocking setup request message from the EV or the aEVSE transmitting an undocking setup request message to the EV.

[0023] The charging control method of the aEVSE above may further include the step of the aEVSE notifying one or more of a service charging station (CS, Charging Station) and a service operator of the charging completion after the step of the aEVSE transmitting a charging completion message (ChargingComplete) to the EV.

[0024] According to embodiments of the present disclosure, an EV communication controller (EVCC) is provided for controlling charging performed between an electric vehicle (EV) and an automated EV supply equipment (aEVSE) using an automated charging device (ACD). The EV communication controller includes a memory for storing at least one command; and a processor for executing said at least one command. According to said at least one command, the processor receives a charging initiation message from the aEVSE, transmits a charging acknowledgment message (ChargingAck) to the aEVSE as a response to the charging initiation message, receives a charging status update message (ChargingStatusUpdate) from the aEVSE, transmits a charging control message (ChargingControl) to the aEVSE, and receives a charging completion message (ChargingComplete) from the aEVSE.

[0025] The processor may, by means of at least one instruction, receive a Docking Confirmation Res from the aEVSE or transmit a Docking Confirmation Res to the aEVSE before receiving a Charging Initiation message from the aEVSE, and after receiving a Charging Complete message from the aEVSE, receive an Undocking Setup Req from the aEVSE or transmit an Undocking Setup Req to the aEVSE.

[0026] The above processor may notify the user of charging completion after receiving a charging completion message (ChargingComplete) from the aEVSE by means of at least one command.

[0027] According to embodiments of the present disclosure, a charging session using an automatic charging device (ACD) can be automated and standardized by performing a charging procedure between an electric vehicle (EV) and an automatic electric vehicle power supply (aEVSE) through a series of standardized messages. Accordingly, the entire procedure from the start of charging to completion can be performed by communication control between the EV and the aEVSE without separate manual intervention.

[0028] Accordingly, by implementing the charging procedure between EV and aEVSE using a standardized message exchange structure, it is possible to achieve a combination of technical effects, including automated and intelligent charging control, enhanced safety, increased energy efficiency, and simplified communication.

[0029] 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.

[0030] 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.

[0031] 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 the ISO 15118 3rd Generation (V2G-CI 3rd Generation) communication structure.

[0032] 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.

[0033] 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.

[0034] FIG. 6 is a sequence diagram illustrating a charging procedure between an EV and an aEVSE according to embodiments of the present disclosure.

[0035] FIG. 7 is a block diagram illustrating a generalized configuration for performing a charging control method according to embodiments of the present disclosure.

[0036] In addition to the above purposes, other purposes and features of the present disclosure will become apparent from the description of embodiments with reference to the accompanying drawings.

[0037] The present disclosure 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 present disclosure to specific embodiments, and it should be understood that it includes all modifications, equivalents, and substitutions that fall within the spirit and scope of the present disclosure.

[0038] 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 disclosure, 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.

[0039] 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".

[0040] 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.

[0041] The terms used in this application are used merely to describe specific embodiments and are not intended to limit the disclosure. 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.

[0042] 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 this disclosure 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.

[0043] 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 invention of this application if necessary, and such details are described in this specification to the extent that they do not obscure the intent of this disclosure. However, in describing the composition of the invention of this application, detailed descriptions of matters that are known prior to the filing date and are obvious to those skilled in the art may obscure the intent of this disclosure, so overly detailed descriptions of known technology are omitted.

[0044] For example, technologies such as mobile communication technologies like Wi-Fi or 5G, but using a single layer of communication technology, to perform setup, association, pairing, localization, positioning, and docking / undocking control before charging an electric vehicle, or to transmit and receive information necessary to perform each process, may utilize technologies known prior to the filing of this disclosure, and at least some of these known technologies may be applied as elemental technologies necessary to implement this disclosure.

[0045] However, the purpose of this disclosure is not to claim rights to these prior art technologies, and the content of the prior art technologies may be included as part of this disclosure to the extent that it does not deviate from the purpose of this disclosure.

[0046] Some terms used in this specification are defined as follows.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] 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).

[0051] 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).

[0052] 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.

[0053] 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.

[0054] 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.

[0055] 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.

[0056] 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.

[0057] 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.

[0058] 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.

[0059] 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.

[0060] An inductive coupler can refer to a transformer formed by a primary device and a secondary device that transmits power through electrical isolation.

[0061] 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.

[0062] 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.

[0063] 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.

[0064] 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).

[0065] 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.

[0066] 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.

[0067] 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.

[0068] 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.

[0069] 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.

[0070] 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).

[0071] 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.

[0072] Ambient temperature may refer to the ground level temperature measured in the atmosphere of a target subsystem that is not exposed to direct sunlight.

[0073] Vehicle ground clearance may refer to the vertical distance between the road or road pavement and the lowest point of the vehicle floor pan.

[0074] 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.

[0075] 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.

[0076] 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.

[0077] 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.

[0078] A hazardous live component may refer to a live component capable of delivering a hazardous electric shock under certain conditions.

[0079] A live component can refer to any conductor or conductive part that is electrically active in its basic application.

[0080] Direct contact can refer to contact with a living being, such as a person.

[0081] Indirect contact may refer to contact with an exposed, conductive, electrically conductive active component due to insulation failure (see IEC 61140).

[0082] 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.

[0083] 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.

[0084] Correlation / Association may include the procedure for establishing a relationship between two peer communication entities.

[0085] 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.

[0086] 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.

[0087] 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.

[0088] 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.

[0089] 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.

[0090] 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.

[0091] 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.

[0092] 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.

[0093] 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.

[0094] '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.

[0095] 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).

[0096] 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.

[0097] A 'Charging station (CS)' may refer to a facility that includes one or more EV power supply units and actually performs charging for EVs.

[0098] 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.

[0099] '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).'

[0100] A 'Charge Service Provider (CSP)' may refer to an entity responsible for managing and authenticating EV user credentials and providing 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.

[0101] 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).

[0102] 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.

[0103] Electric Mobility Provider (EMP), Electric Mobility Service Provider (EMSP), and Mobility Service Provider (MSP) may be used with a similar meaning to Mobility Operator.

[0104] 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.

[0105] 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.

[0106] '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.

[0107] "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.

[0108] A 'certificate' can refer to an electronic document that binds a public key to an ID via a digital signature.

[0109] 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.

[0110] In one embodiment, '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 an identification and authorization mode for such an automatic process. PnC may be performed by applying an X.509 certificate, verifying the signature, and transmitting it.

[0111] In one embodiment, 'Park-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, provided that the user aligns the electric vehicle with the electric vehicle power supply or primary assembly. Alternatively, PnC may refer to an identification and authorization mode for such an automated process. PnC may be performed by applying an X.509 certificate, verifying the signature, and transmitting it.

[0112] '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.

[0113] '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.

[0114] "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.

[0115] 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.

[0116] 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).

[0117] 'e-Mobility Account Identifier (eMAID)' may refer to a unique EV identifier that links a contract certificate to an EV owner's billing account.

[0118] 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.

[0119] 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."

[0120] 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.

[0121] 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.

[0122] 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.

[0123] 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.

[0124] 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.

[0125] Autoconnect Charging Device or Automatic Charging Device (ACD) technology can be implemented based on the provisions in ISO / IEC 15118 Edition 2, ISO 15118-20, which specify that at least part of the charging process is performed by controlling a robot or automated device using wireless communication.

[0126] 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.

[0127] 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.

[0128] 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.

[0129] Hereinafter, preferred embodiments of the present disclosure will be described in more detail with reference to the attached drawings. In order to facilitate an overall understanding of the present disclosure, the same reference numerals are used for identical components in the drawings, and redundant descriptions of identical components are omitted.

[0130] Details of the present disclosure will be explained below through the embodiments of FIGS. 1 to 7.

[0131] 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.

[0132] 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.

[0133] Even when targeting various types of electric mobility, expressions such as EVSE may conventionally refer to a device that supplies electric energy, and expressions such as EVCC may refer to a controller that performs electronic communication and control within electric mobility. In other words, matters related to EVSE, aEVSE, EVCC, etc. in this disclosure may also be applied to electric mobility. Furthermore, matters described in relation to EVSE in this disclosure may also be applied to aEVSE.

[0134] 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.

[0135] 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.

[0136] 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.

[0137] 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.

[0138] 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.

[0139] 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.

[0140] 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.

[0141] 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.

[0142] 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.

[0143] 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.

[0144] 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.

[0145] 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.

[0146] 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.

[0147] 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.

[0148] 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.

[0149] 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.

[0150] 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.

[0151] 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.

[0152] 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.

[0153] 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.

[0154] 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.

[0155] 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.

[0156] 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.

[0157] 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.

[0158] 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.

[0159] 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.

[0160] 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.

[0161] 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.

[0162] 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.

[0163] 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.

[0164] Finally, at the departure stage, the EV may send a SiteLeaveReq message to the ASM as it exits the buffer zone. The ASM confirms the vehicle's departure via a SiteLeaveRes message and subsequently sends a SiteStatusUpdate message to the eMSP to update the site's availability status to "available". According to the present disclosure, since this entire series of procedures is automatically performed based on standardized message exchange, the entire charging service from vehicle entry to departure can be fully automated without user intervention.

[0165] 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.

[0166] 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.

[0167] (1) ESDP / ENP stage

[0168] 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.

[0169] (2) TCP(TLS) step

[0170] 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.

[0171] (3) Session Handling and Service Negotiation Step

[0172] 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.

[0173] 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.

[0174] 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.

[0175] (4) Authorization step

[0176] 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.

[0177] (5) AC / DC charging stage

[0178] 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.

[0179] (6) Session Stop Step

[0180] 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.

[0181] 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 the ISO 15118 3rd Generation (V2G-CI 3rd Generation) communication structure.

[0182] As shown 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 electric vehicle power supply unit (EVSE) by charging method (AC / DC / WPT / ACD) and service layer.

[0183] (1) Common layer

[0184] 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.

[0185] 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.

[0186] 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.

[0187] ISO 15118-204 / 205 (Security): Can define a security framework for managing security and authentication (Plug & Charge or Park & ​​Charge, including EIM) of communication channels.

[0188] 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.

[0189] (2) AC charging layer

[0190] 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.

[0191] (3) DC charging layer

[0192] 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.

[0193] 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.

[0194] ISO 15118-224 / 225 (CHAdeMO) may be a module for maintaining interoperability with the Japanese rapid charging method (CHAdeMO).

[0195] (4) Automated Connection Device (ACD) layer

[0196] 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.

[0197] (5) Wireless Charging Layer

[0198] 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.

[0199] (6) Optional Services Layer

[0200] The optional service tier may include Value Added Services (VAS) other than charging, such as PnC, EIM authentication, metering, and scheduling.

[0201] ISO 15118-250 / 251 (Authorization): Can define certification procedures such as Plug & Charge or Park & ​​Charge (PnC), External Identification Means (EIM).

[0202] ISO 15118-252 / 253 (Metering): Can define standardized formats for energy measurement and billing data.

[0203] ISO 15118-254 / 255 (Scheduling): Can define charging reservation and scheduling protocols.

[0204] 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.

[0205] 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).

[0206] 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.

[0207] As disclosed in FIGS. 4a and 4b, the present disclosure is based on the basic communication structure between an Electrical Vehicle and an 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.

[0208] 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).

[0209] In addition to such vehicles and electric vehicle power supply units, 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.

[0210] 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.

[0211] 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.

[0212] 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.

[0213] Meanwhile, the Distribution System Operator (DSO) monitors the load status of the local power grid, including charging loads, and transmits distribution control signals for EV power supplies to the OS to distribute the load during peak hours or adjust the charging speed. This enables the stable maintenance of power quality even in the large-scale operating environment of aEVSE.

[0214] 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.

[0215] 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.

[0216] 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.

[0217] 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.

[0218] 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.

[0219] 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).

[0220] 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.

[0221] 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.

[0222] 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.

[0223] 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.

[0224] Hereinafter, use cases regarding the process of charging an electric vehicle (EV) and an automated electric vehicle power supply (aEVSE) through an automated charging device (ACD) will be explained in detail with reference to Table 1.

[0225] Table 1 explains an example of a use case for charging.

[0226] CharacteristicsValue / DescriptionActor / RoleEV, aEVSEGeneralThe vehicle is being charged conductively using the typical charging communication.Pre-conditions1) The EV is ready to start a charging session.2) The aEVSE is ready for starting a charging session.Post-conditions1) The EV charging is finished.2) The aEVSE charging is finished.Basic scenarioThe EV or the aEVSE engage the connector interlock.(If the EV and aEVSE do not have interlock, this step can be ignored.)The vehicle and the aEVSE are setting up conductive charging communication.The EV and the aEVSE exchange charge parameter and start power transfer.The EV stops power transfer from the aEVSE.The EV or the aEVSE disengage the connector interlock.(If the EV does not have interlock, this step can be ignored.)The EV and aEVSE stop the charging session by terminating the charging communication.AlternativeInstead of using charging communication by a separate conductive communication link, charging communication as part of the wireless communication between the aEVSE and the vehicle is used.Docking and undocking communication together with charging communication is combined within one communication session.In this case, no communication setup and communication termination is part of this use case.Anticipated Power interruption:- The aEVSE signals a stop of power transfer to the EV.- The EV stops power transfer.- The EV disengages the interlock (If the EV does not have interlock, This step can be ignored.)ExceptionsFailure of power transfer;Loss of communication.

[0227]

[0228] Referring to Table 1, this use case is defined to allow a vehicle to be charged via conventional conductive charging communication with EV and aEVSE as actors. This use case includes conditions required before and after the start of a charging session, a base scenario, an alternative scenario (wireless-based single session), expected power interruption situations, and exception situations.

[0229] The actors consist of an EV and an aEVSE. The EV performs vehicle-side communication and charging control, while the aEVSE performs charging power provision, session management, and status notification. Subsequently, the message exchange (ChargingInitiation, ChargingAck, ChargingStatusUpdate, ChargingControl, ChargingComplete) described in Fig. 6 proceeds centered around these two actors.

[0230] According to general conditions, the vehicle is charged using conductive charging communication. This may presuppose physical connector coupling and interlocking, and charging parameter negotiation, status updates, control, and completion notifications can be exchanged as application layer messages.

[0231] The preconditions are as follows.

[0232] (1) The EV must be ready to start a charging session. This may include activating the EV's communication stack, checking the battery status, and checking whether interlocking is possible.

[0233] (2) aEVSE must be ready to start a charging session. This may include preparing the power converter, securing a communication path, ensuring the application of a rate policy, and preparing the interlock to operate. When the above preconditions are met, the message sequence described in FIG. 6 may be initiated.

[0234] Post-conditions are that when the charging session ends, (1) charging on the EV side is completed and (2) charging service on the aEVSE side is completed. At this time, subsequent procedures such as billing calculation and interlock release may be performed along with the session termination notification.

[0235] The basic scenario can proceed in the following order.

[0236] (1) The EV or aEVSE engages the connector interlock. Depending on the system configuration, either the EV or the aEVSE may engage the interlock, and if there is no interlock, this step may be omitted.

[0237] (2) The EV and aEVSE establish challenge-based charging communication. Once the physical layer and security settings are complete, charging-related message exchange becomes possible at the application layer.

[0238] (3) The EV and aEVSE exchange charging parameters and begin power transmission. The details of the parameters are described in Table 2 and are reflected in the message pairs of ChargingInitiation and ChargingAck in the sequence of FIG. 6.

[0239] (4) During charging, the EV may stop transmitting power from the aEVSE. This may occur due to reasons such as safety, thermal management, rate policy, grid conditions, etc., and may be represented by ChargingControl or ChargingComplete in FIG. 6.

[0240] (5) The EV or aEVSE releases the connector interlock. If the EV does not have an interlock, this step may be omitted.

[0241] (6) The EV and aEVSE terminate the charging communication and stop the session. This may be indicated by a ChargingComplete message, which may include the reason for stopping (Stop) and the final state (FinalSOC).

[0242] In an alternative scenario, wireless communication between the aEVSE and the EV may be used instead of a separate conductive communication link. In this case, since docking / undocking communication and charging communication are combined within a single communication session, additional communication setup and communication termination procedures are not separately included within the scope of this use case. The wireless-based configuration can be implemented as a variation in which only the physical layer changes while maintaining the same message flow as in FIG. 6.

[0243] Foreseeable power interruption situations may occur. For example, the aEVSE may send a signal to the EV to stop power transmission, or the EV may stop power transmission. Additionally, the EV may release the interlock (omitted if there is no interlock).

[0244] The above procedure is a suspension scenario for safe termination and resumption, and can be reflected in Fig. 6 as the occurrence of ChargingControl or ChargingComplete.

[0245] Exceptions may include power transmission failure and communication loss. In the case of power transmission failure, the EV or aEVSE detects the error state and safely terminates the session or performs a recovery procedure. In the case of communication loss, the session may be automatically terminated according to timeout, retry, or fallback policies, or an attempt to resume may be made after user notification. The results of these exception handling may be represented by message parameters (e.g., FaultCode, Stop) defined in FIG. 6 and Table 2.

[0246] Hereinafter, a charging procedure between an EV and an aEVSE is described in detail according to embodiments of the present disclosure.

[0247] FIG. 6 is a sequence diagram illustrating a charging procedure between an EV and an aEVSE according to embodiments of the present disclosure.

[0248] As illustrated in FIG. 6, a message flow for controlling charging between the EV Communication Controller (EVCC) of the EV and the Supply Equipment Communication Controller (SECC) of the aEVSE can be exemplified.

[0249] This sequence is initiated when the preconditions of the use case are satisfied, and docking / undocking related signals may precede or follow as necessary. For example, prior to the start of charging, aEVSE may receive a docking confirmation message (DockingConfirmationRes) from the EV, or aEVSE may send a docking confirmation message (DockingConfirmationRes) to the EV.

[0250] In the process of the charging procedure, first, the EV receives a ChargingInitiation message from the aEVSE.

[0251] The ChargingInitiation message may include various parameters described below. The EV can parse the parameters to check whether charging negotiation is possible, whether the communication stack / security settings are compatible, and the coupling status.

[0252] Subsequently, the EV sends a charging acknowledgment message (ChargingAck) to aEVSE in response to the charging start message.

[0253] The Charging Ack message may include various parameters described below. The EV determines the values ​​of said parameters based on the status of the internal Battery Management System (BMS) and may specify constraints for safety and lifespan protection.

[0254] Next, the EV receives a ChargingStatusUpdate message from the aEVSE. The ChargingStatusUpdate message can be received periodically.

[0255] The Charging Status Update message may include various parameters described below. Upon receiving these parameters, the EV evaluates their correlation with the power acceptance status, target achievement rate, and thermal status, and prepares the next control command if necessary. The transmission interval of the status update may be operated as a fixed cycle or a variable cycle based on the charging progress rate or the rate of temperature change.

[0256] Next, if necessary, the EV sends a charging control message (ChargingControl) to aEVSE.

[0257] The ChargingControl message may include various parameters described below. For charging control, the EV may consider, for example, battery temperature, internal resistance, approach to target SOC, rate policy, grid request, etc.

[0258] Next, the EV receives a ChargingComplete message from the aEVSE.

[0259] The ChargingComplete message may include various parameters described below. Upon receiving the message, the EV terminates the charging session, releases mechanical interlocks if necessary, and notifies the completion of charging through the user interface. Billing and receipt processing, or notification to the operating server, may be transmitted to the aEVSE or the area / service management entity.

[0260] After aEVSE transmits a ChargingComplete message to the EV, aEVSE may notify one or more of a Service Charging Station (CS) and a Service Operator of the Charging Completion. The Service Operator may include, for example, a Charging Station Operator (CSO).

[0261] Charging between the EV and aEVSE is completed through this series of communication procedures.

[0262] Meanwhile, after charging is complete, aEVSE may receive an UndockingSetupReq message from the EV, or aEVSE may send an UndockingSetupReq message to the EV.

[0263] Table 2 illustrates the parameters that may be included in each message of the sequence of Fig. 6.

[0264] MessageDescriptionParameterDescriptionChargingInitiationNegotiate charging parameters and request session startMaxOutputPoweraEVSE maximum output powerSupportedProtocolCharging protocol (e.g., ISO15118, DIN70121, etc.)TariffInfoCharging cost (e.g., cost / kWh, etc.)MatingConfirmationConfirm EV connector mating is completeChargingAckCharge acceptance and constraint check responseResponseCodeResponse code indicating the acknowledgment status received by aEVSETargetSOCTarget charge (e.g., 80%)MaxChargeCurrentBattery maximum allowable charging currentMaxChargeVoltageBattery maximum allowable charging voltageV2G_EnabledWhether V2G (vehicle → grid) is activatedThermalStatusBattery temperature status (e.g., normal, over, under, etc.)ChargingStatusUpdateReal-time charging status informationOutputVoltageCurrent output voltageOutputCurrentCurrent output currentDeliveredEnergyAccumulated transfer energyFaultCodeError codeChargingControlRequest for charging speed adjustment (including V2G)RequestedPowerRequested charging power (negative allowed for V2G)DynamicLimitHourly power constraints (reflecting grid requests)ChargingCompleteCharging complete / stop notification and session terminationStopReason for completion (eg, finish, fault, etc.)FinalSOCFinal charge state.

[0265]

[0266] As shown in Table 2, each message used in the charging procedure may include various parameters. Specifically, according to the sequence procedure illustrated in FIG. 6, charging between the EV and aEVSE can be performed through the various messages and parameters shown in Table 2. The messages used in the charging procedure may include ChargingInitiation, ChargingAck, ChargingStatusUpdate, ChargingControl, and ChargingComplete, and each message may include the following parameters.

[0267] The ChargingInitiation message is a message regarding charging parameter negotiation and a request to start a session, and may include one or more of the MaxOutputPower parameter, SupportedProtocol parameter, TariffInfo parameter, and MatingConfirmation parameter.

[0268] The MaxOutputPower parameter represents the maximum output power of the aEVSE, and the EV can refer to this to calculate the upper limit of the initial requested power. For example, if the battery temperature or internal resistance is high, the EV may calculate a requested power lower than MaxOutputPower.

[0269] The SupportedProtocol parameter indicates the communication protocols supported by aEVSE (e.g., ISO 15118, DIN 70121, etc.), and the EV checks compatibility with its communication stack. In the event of a protocol negotiation failure, the EV can apply a fallback strategy.

[0270] The TariffInfo parameter represents charging cost information (e.g., unit price per kWh, time-of-day rates, etc.), and EVs can establish an economical charging strategy by integrating factors such as target SOC, budget, and duration of stay.

[0271] The MatingConfirmation parameter indicates confirmation of mating completion by the EV connector and can be used in conjunction with the mechanical interlock status to determine whether to initiate safe power transmission. If mating is not confirmed, the EV may limit the acknowledgment response or use conservative requested power.

[0272] Next, the charging acknowledgment message (ChargingAck) may include one or more of the ResponseCode parameter, TargetSOC parameter, MaxChargeCurrent parameter, MaxChargeVoltage parameter, V2G_Enabled parameter, and ThermalStatus parameter as an acceptance and constraint acknowledgment response.

[0273] The ResponseCode parameter indicates the acknowledgment status of the charging start message, and the EV can determine subsequent control by distinguishing between normal acceptance, hold, and rejection. For example, in the case of a hold response, the EV can adjust the retry interval.

[0274] The TargetSOC parameter represents the target charge state of the EV (e.g., 80%), and the EV can plan the session end time and requested power profile based on this.

[0275] The MaxChargeCurrent parameter indicates the maximum allowable charging current of the battery, and the MaxChargeVoltage parameter indicates the maximum allowable charging voltage. Both parameters reflect the immediate constraints of the BMS to prevent overcurrent and overvoltage.

[0276] The V2G_Enabled parameter indicates whether Vehicle-to-Grid (V2G) operation is enabled, and if enabled, the EV can be prepared to allow discharge control.

[0277] The ThermalStatus parameter indicates the temperature status of the battery (e.g., normal, overheated, low temperature, etc.), and the EV can lower the power requirement or tighten the stop condition if the ThermalStatus is in an abnormal range.

[0278] Next, the ChargingStatusUpdate message provides real-time charging status information and may include one or more of the OutputVoltage parameter, OutputCurrent parameter, DeliveredEnergy parameter, and FaultCode parameter.

[0279] The OutputVoltage parameter represents the current output voltage, and the EV can analyze the correlation between voltage fluctuations and internal resistance and temperature conditions.

[0280] The OutputCurrent parameter indicates the current output current, and the EV can detect the risk of overcurrent early and prepare a control command.

[0281] The DeliveredEnergy parameter represents the cumulative transmitted energy, and EV can be used for predicting the attainment of target SOC, estimating costs, calculating session statistics, etc.

[0282] The FaultCode parameter indicates an error code, and the EV can perform responses such as a safe stop, retry, or user notification depending on the error type (overvoltage / overcurrent / communication error, etc.).

[0283] Next, the charging control message (ChargingControl) is a request message for adjusting the charging speed (including V2G) and may include the RequestedPower parameter and the DynamicLimit parameter.

[0284] The RequestedPower parameter represents the requested charging power, and the EV can calculate this value by combining battery status, TargetSOC accessibility, rate and stay policies, and DynamicLimit. If RequestedPower is set to a negative value, vehicle-to-grid (V2G) operation is performed.

[0285] The DynamicLimit parameter represents time-based power constraints (reflecting grid requests), and EVs can avoid excessive demands by immediately reflecting upper and lower limits based on power grid conditions. For example, the requested power can be gradually lowered during peak hours and gradually increased during off-peak hours.

[0286] Next, the ChargingComplete message is a message regarding charging completion / stop notification and session termination, and may include one or more of the Stop parameter and the FinalSOC parameter.

[0287] The Stop parameter indicates the reason for completion (e.g., normal termination, user interruption, error, etc.), and EV can apply different resumption possibilities, user notification intensity, and log retention policies depending on the type of reason.

[0288] The FinalSOC parameter indicates the final charge state, and the EV records the error relative to the target SOC and can suggest remaining charge scenarios (top-up, scheduled charging, etc.) if necessary.

[0289] Accordingly, each message and parameter in Table 2 can specifically implement a communication structure for performing the charging procedure between EV and aEVSE precisely and safely.

[0290] Once charging between the EV and aEVSE is completed through this series of communication procedures, subsequent processes such as undocking can be performed.

[0291] FIG. 7 is a block diagram illustrating a generalized configuration for performing a charging control method according to embodiments of the present disclosure.

[0292] Referring to FIG. 7, a computing system (3000) according to embodiments of the present disclosure 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.

[0293] 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.

[0294] 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).

[0295] Additionally, the computing system (3000) may include a communication interface (3300) that performs communication through a wired / wireless network.

[0296] Additionally, the computing system (3000) may further include a storage device (3400), an input interface (3500), an output interface (3600), etc.

[0297] Additionally, each component included in the computing system (3000) can communicate with each other by being connected by a bus (3700).

[0298] 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.

[0299] A device for controlling power transmission or determining operating conditions according to embodiments of the present disclosure may be installed on the EV and / or charging station side, ASM, in connection with an electric vehicle charging system, aEVSE, and / or a charging manipulator, and may include a processor (3100) that receives and executes at least one command from a memory (3200).

[0300] A processor (3100) according to embodiments of the present disclosure may perform a method executed by a computing system or controller on the EV side or aEVSE side. Such a processor (3100) may perform a charging control method for an EV or aEVSE, comprising each of the following steps.

[0301] The charging control method of the above EV may include the step of the EV receiving a charging initiation message (ChargingInitiation) from the aEVSE; the step of the EV transmitting a charging acknowledgment message (ChargingAck) to the aEVSE as a response to the charging initiation message; the step of the EV receiving a charging status update message (ChargingStatusUpdate) from the aEVSE; the step of the EV transmitting a charging control message (ChargingControl) to the aEVSE; and the step of the EV receiving a charging completion message (ChargingComplete) from the aEVSE.

[0302] The charging control method of the aEVSE above may include the step of the aEVSE transmitting a charging initiation message (ChargingInitiation) to the EV; the aEVSE receiving a charging acknowledgment message (ChargingAck) from the EV as a response to the charging initiation message; the aEVSE transmitting a charging status update message (ChargingStatusUpdate) to the EV; the aEVSE receiving a charging control message (ChargingControl) from the EV; and the aEVSE transmitting a charging completion message (ChargingComplete) to the EV.

[0303] The operation of the method according to the embodiments of the present disclosure can be implemented as a computer-readable program or code on a computer-readable recording medium. A computer-readable recording medium includes any type of recording device 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 so that a computer-readable program or code can be stored and executed in a distributed manner.

[0304] 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.

[0305] 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.

[0306] 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.

[0307] As described above, according to the present disclosure, a charging session using an automatic charging device (ACD) can be automated and standardized by performing a charging procedure between an electric vehicle (EV) and an automatic electric vehicle power supply (aEVSE) through a series of standardized messages. Accordingly, the entire procedure from the start of charging to completion can be performed by communication control between the EV and the aEVSE without separate manual intervention.

[0308] In addition, since docking and undocking communications can be integrated with the charging session, charging, docking, and undocking controls can be performed continuously within a single session without separate communication initialization or termination procedures. As a result, the number of communication sessions is reduced, which alleviates communication overhead, minimizes latency due to session switching, and improves overall charging efficiency.

[0309] Furthermore, the present invention enables mutual verification of charging conditions and constraints between the EV and aEVSE through parameters included in each message. This ensures charging safety and compatibility while allowing for flexible response to various operational scenarios, including V2G (Vehicle-to-Grid) functions.

[0310] In addition, by sharing power transmission status, accumulated energy, error codes, etc., in real time through ChargingStatusUpdate messages, abnormal conditions can be detected early and immediate ChargingControl commands can be executed. Accordingly, risks such as overcurrent, overvoltage, and overheating are prevented, and charging quality and system stability can be improved.

[0311] Furthermore, by utilizing the DynamicLimit parameter to reflect the grid operator's power constraint policies in real time, the power requested by EVs can be automatically adjusted by time of day, and the grid load can be leveled. This maximizes energy management efficiency and improves interoperability with distributed power systems.

[0312] Accordingly, by implementing the charging procedure between EV and aEVSE using a standardized message exchange structure, it is possible to achieve a combination of technical effects, including automated and intelligent charging control, enhanced safety, increased energy efficiency, and simplified communication.

[0313] Although the present disclosure 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 present disclosure without departing from the spirit and scope of the present disclosure as set forth in the following claims.

Claims

1. A charging control method for an EV to control charging performed between an electric vehicle (EV) and an automated EV supply equipment (aEVSE) using an automated charging device (ACD), wherein The step of the above EV receiving a charging initiation message (ChargingInitiation) from the above aEVSE; The step of the EV transmitting a charging acknowledgment message (ChargingAck) to the aEVSE as a response to the charging start message; The step of the above EV receiving a Charging Status Update message (ChargingStatusUpdate) from the above aEVSE; The step of the above EV transmitting a charging control message (ChargingControl) to the above aEVSE; and The above EV includes the step of receiving a charging completion message (ChargingComplete) from the above aEVSE, EV charging control method.

2. In Claim 1, The above Charging Initiation message is, MaxOutputPower parameter representing the maximum output power of aEVSE, SupportedProtocol parameter indicating the communication protocols supported by aEVSE, TariffInfo parameter representing charging cost information, and including one or more of the MatingConfirmation parameters indicating confirmation that EV connector mating is complete, EV charging control method.

3. In Claim 1, The above charging acknowledgment message (ChargingAck) is, A ResponseCode parameter indicating the acknowledgment status of the above charging start message, TargetSOC parameter indicating the target charge state of an EV, MaxChargeCurrent parameter indicating the maximum allowable charging current of an EV battery, MaxChargeVoltage parameter indicating the maximum allowable charging voltage of an EV battery, A V2G_Enabled parameter indicating whether Vehicle-to-Grid (V2G) operation is enabled (whether V2G is activated), and including one or more ThermalStatus parameters indicating the temperature state of the battery, EV charging control method.

4. In Claim 1, The above Charging Status Update message (ChargingStatusUpdate) is, OutputVoltage parameter representing the current output voltage, OutputCurrent parameter representing the current output current, DeliveredEnergy parameter representing accumulated transfer energy, and including one or more of the FaultCode parameters representing an error code, EV charging control method.

5. In Claim 1, The above charging control message (ChargingControl) is, The RequestedPower parameter representing the requested charging power, and including one or more of the DynamicLimit parameters representing hourly power constraints, EV charging control method.

6. In Claim 1, The above charging completion message (ChargingComplete) is, A Stop parameter indicating the reason for completion of charging, and including one or more of the FinalSOC parameters representing the final charge state, EV charging control method.

7. In Claim 1, Prior to the step in which the above EV receives a charging initiation message (ChargingInitiation) from the above aEVSE, The method further includes the step of the EV receiving a docking confirmation message (DockingConfirmationRes) from the aEVSE, or the step of the EV transmitting a docking confirmation message (DockingConfirmationRes) to the aEVSE. After the step in which the above EV receives a charging completion message (ChargingComplete) from the above aEVSE, The method further comprises the step of the EV receiving an undocking setup request message (UndockingSetupReq) from the aEVSE or the EV transmitting an undocking setup request message (UndockingSetupReq) to the aEVSE. EV charging control method.

8. In Claim 1, After the step in which the above EV receives a charging completion message (ChargingComplete) from the above aEVSE, The above EV further includes the step of notifying the user of charging completion. EV charging control method.

9. A charging control method for an automated EV supply equipment (aEVSE) for controlling charging performed between an electric vehicle (EV) and an automated EV supply equipment (aEVSE) using an automated charging device (ACD), wherein The step of the aEVSE transmitting a Charging Initiation message to the EV; The step of the aEVSE receiving a charging acknowledgment message (ChargingAck) from the EV as a response to the charging start message; The step of the aEVSE transmitting a Charging Status Update message (ChargingStatusUpdate) to the EV; The step of the aEVSE receiving a charging control message (ChargingControl) from the EV; and The above aEVSE includes the step of transmitting a Charging Complete message (ChargingComplete) to the EV. Charging control method of aEVSE.

10. In Claim 9, The above Charging Initiation message is, MaxOutputPower parameter representing the maximum output power of aEVSE, SupportedProtocol parameter indicating the communication protocols supported by aEVSE, TariffInfo parameter representing charging cost information, and including one or more of the MatingConfirmation parameters indicating confirmation that EV connector mating is complete, Charging control method of aEVSE.

11. In Claim 9, The above charging acknowledgment message (ChargingAck) is, A ResponseCode parameter indicating the acknowledgment status of the above charging start message, TargetSOC parameter indicating the target charge state of an EV, MaxChargeCurrent parameter indicating the maximum allowable charging current of an EV battery, MaxChargeVoltage parameter indicating the maximum allowable charging voltage of an EV battery, A V2G_Enabled parameter indicating whether Vehicle-to-Grid (V2G) operation is enabled (whether V2G is activated), and including one or more ThermalStatus parameters indicating the temperature state of the battery, Charging control method of aEVSE.

12. In Claim 9, The above Charging Status Update message (ChargingStatusUpdate) is, OutputVoltage parameter representing the current output voltage, OutputCurrent parameter representing the current output current, DeliveredEnergy parameter representing accumulated transfer energy, and including one or more of the FaultCode parameters representing an error code, Charging control method of aEVSE.

13. In Claim 9, The above charging control message (ChargingControl) is, The RequestedPower parameter representing the requested charging power, and including one or more of the DynamicLimit parameters representing hourly power constraints, Charging control method of aEVSE.

14. In Claim 9, The above charging completion message (ChargingComplete) is, A Stop parameter indicating the reason for completion of charging, and including one or more of the FinalSOC parameters representing the final charge state, Charging control method of aEVSE.

15. In Claim 9, Before the step in which the aEVSE transmits a ChargingInitiation message to the EV, The method further includes the step of the aEVSE receiving a docking confirmation message (DockingConfirmationRes) from the EV, or the step of the aEVSE transmitting a docking confirmation message (DockingConfirmationRes) to the EV. After the step in which the above aEVSE transmits a charging completion message (ChargingComplete) to the above EV, The method further comprises the step of the aEVSE receiving an undocking setup request message (UndockingSetupReq) from the EV or the aEVSE transmitting an undocking setup request message (UndockingSetupReq) to the EV. Charging control method of aEVSE.

16. In Claim 9, After the step in which the above aEVSE transmits a charging completion message (ChargingComplete) to the above EV, The above aEVSE further includes the step of notifying one or more of a service charging station (CS, Charging Station) and a service operator of the completion of charging. Charging control method of aEVSE.

17. As an EV communication controller (EVCC) for controlling charging performed between an electric vehicle (EV) and an automated EV supply equipment (aEVSE) using an automated charging device (ACD), Memory storing at least one instruction; and It includes a processor that executes at least one of the above instructions, The above processor, by means of the above at least one instruction, Receive a Charging Initiation message from the above aEVSE, and A charging acknowledgment message (ChargingAck) is transmitted to the aEVSE as a response to the charging start message, and Receive a Charging Status Update message (ChargingStatusUpdate) from the above aEVSE, and Send a charging control message (ChargingControl) to the above aEVSE, and Receiving a charging completion message (ChargingComplete) from the above aEVSE, EV communication controller.

18. In Claim 17, The above processor, by means of the above at least one instruction, Before receiving the Charging Initiation message from the aEVSE above, Receive a docking completion response message (DockingConfirmationRes) from the aEVSE above, or send a docking completion response message (DockingConfirmationRes) to the aEVSE, and After receiving the Charging Complete message (ChargingComplete) from the above aEVSE, Receiving an undocking setup request message (UndockingSetupReq) from the aEVSE, or the EV sending an undocking setup request message (UndockingSetupReq) to the aEVSE, EV communication controller.

19. In Claim 17, The above processor, by means of the above at least one instruction, After receiving the Charging Complete message (ChargingComplete) from the above aEVSE, Notifying the user that charging is complete, EV communication controller.

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