Method for determining signal for charging electric vehicle and communication control device performing same

Abstract

A communication control device for determining a signal for charging an electric vehicle according to one embodiment of the present invention may comprise: a connection unit which can be connected to an electric vehicle charging facility; a control pilot (CP) signal determination unit which acquires a CP signal for a predetermined time and checks the frequency and duty of each pulse included in the acquired CP signal; and a control unit which confirms the number of pieces of data within an effective range among the checked frequencies and duties, confirms whether the confirmed number of pieces of data is greater than a threshold value, and determines the frequency and duty of the CP signal by using the data within the effective range if the confirmed number of pieces of data is greater than the threshold value.

Description

Method for determining a signal for electric vehicle charging and a communication control device for performing the same

[0001] The present invention relates to an electric vehicle, and more specifically, to a method for determining a signal for charging an electric vehicle and a communication control device for performing the same.

[0002] Eco-friendly vehicles such as electric vehicles (EVs) or plug-in hybrid electric vehicles (PHEVs) use electric vehicle supply equipment (EVSE) installed at charging stations to charge their batteries.

[0003] For charging the EV, the EV and EVSE communicate via a charging connector connected between the EVSE and the EV. When the charging connector between the EVSE and the EV is connected, charging begins after signaling is performed between the EVSE and the EV.

[0004] The charging connector features a Control Pilot (CP) pin, through which a Pulse Wide Modulation (PWM) signal is transmitted from the EVSE to the EV. As charging information, such as charging current and status, is transmitted and received via the CP signal, the interaction between the EVSE and EV can be monitored and controlled. However, if the EV incorrectly recognizes the EVSE's CP signal or the EVSE transmits the CP signal incorrectly, charging may become impossible or, if the EV is currently charging, may be interrupted. In real-world usage environments, noise in the CP signal transmitted by the EVSE frequently causes the EV's EVCC to misinterpret the signal's frequency and duty cycle, leading to charging failures or interruptions, which is becoming a significant issue. Consequently, there is a need for a method to efficiently verify the CP signal.

[0005] The technical problem to be solved by the present invention is to provide a communication control device for an electric vehicle that can determine the frequency and duty cycle of a CP signal by filtering out noise even if there is noise in the CP signal transmitted from the EVSE.

[0006] The technical problem that the present invention aims to solve is to provide a communication control device capable of resolving the issue where the frequency and duty ratio of a CP signal cannot be determined stably because distorted data may be included even when determining the frequency and duty ratio of a CP signal using an average value or an average value excluding maximum and minimum values.

[0007] In addition to this, the technical problems that the present invention aims to solve are not limited to those described above, and other technical problems may exist.

[0008] A communication control device for determining a signal for charging an electric vehicle according to an embodiment of the present invention may include a connection unit that can be connected to an electric vehicle charging facility, a CP (control pilot) signal determination unit that acquires a CP signal for a certain period of time and checks the frequency and duty for each pulse included in the acquired CP signal, and a control unit that checks the number of data within a valid range among the checked frequency and duty, checks whether the number of checked data is greater than a threshold value, and if the number of checked data is greater than the threshold value, determines the frequency and duty of the CP signal using the data within the valid range.

[0009] In a communication control device for determining a signal for charging an electric vehicle according to an embodiment of the present invention, if the number of confirmed data is smaller than a threshold value, the control unit can further determine the frequency and duty of the CP signal using all confirmed data.

[0010] In a communication control device for determining a signal for charging an electric vehicle according to one embodiment of the present invention, the effective range may be the effective range of the frequency and duty of the CP signal defined in the electric vehicle charging standard.

[0011] In a communication control device for determining a signal for charging an electric vehicle according to one embodiment of the present invention, the threshold value may be a value determined based on at least some of the time at which the CP signal was acquired and the sampling rate.

[0012] In a communication control device for determining a signal for charging an electric vehicle according to one embodiment of the present invention, the threshold value may be an absolute value or a value determined as a percentage of the number of verified data.

[0013] In a communication control device for determining a signal for charging an electric vehicle according to one embodiment of the present invention, the control unit can update the frequency and duty of the CP signal at a constant period.

[0014] In a communication control device for determining a signal for charging an electric vehicle according to one embodiment of the present invention, the control unit can transmit the frequency and duty of the determined CP signal to the electric vehicle.

[0015] A method for determining a signal for charging an electric vehicle using a communication control device according to an embodiment of the present invention may include the steps of: acquiring a CP (control pilot) signal for a certain period of time; verifying the frequency and duty cycle for each pulse included in the acquired CP signal; verifying the number of data within a valid range among the verified frequencies and duty cycles; verifying whether the number of verified data is greater than a threshold value; and if the number of verified data is greater than the threshold value, determining the frequency and duty cycle of the CP signal using the data within the valid range.

[0016] A method for determining a signal for charging an electric vehicle using a communication control device according to one embodiment of the present invention may further include the step of determining the frequency and duty of a CP signal using all the verified data when the number of verified data is smaller than a threshold value.

[0017] In a method for determining a signal for charging an electric vehicle using a communication control device according to one embodiment of the present invention, the valid range may be the valid range of the frequency and duty of a CP signal defined in an electric vehicle charging standard.

[0018] In a method for determining a signal for charging an electric vehicle of a communication control device according to one embodiment of the present invention, the threshold value may be a value determined based on at least some of the time at which the CP signal was acquired and the sampling rate.

[0019] In a method for determining a signal for charging an electric vehicle using a communication control device according to an embodiment of the present invention, the threshold value may be an absolute value or a value determined as a percentage of the number of verified data.

[0020] A method for determining a signal for charging an electric vehicle of a communication control device according to one embodiment of the present invention may further include the step of updating the frequency and duty of a CP signal at a regular period.

[0021] A method for determining a signal for charging an electric vehicle using a communication control device according to one embodiment of the present invention may further include the step of transmitting the frequency and duty of the determined CP signal to the electric vehicle.

[0022] According to an embodiment of the present invention, even if there is noise in the CP signal of the EVSE, the communication control device (EVCC) of the electric vehicle can filter the noise and determine the frequency and duty ratio of the CP signal.

[0023] According to an embodiment of the present invention, when noise occurs in the CP signal of an EVSE, the noise can be filtered to determine the CP signal, thereby preventing a situation where charging of an electric vehicle is interrupted or impossible due to noise.

[0024] In addition to these, the effects obtainable from the present invention are not limited to those mentioned above, and other unmentioned effects will be clearly understood by those skilled in the art to which the present invention belongs from the description below.

[0025] FIGS. 1 and FIGS. 2 are drawings illustrating a charging system for an electric vehicle according to an embodiment of the present invention.

[0026] Figure 3 is an example of an electrical equivalent circuit for charging between the EVSE and the EVCC of the EV.

[0027] Figure 4 shows a PWM-type CP signal output by an EVSE as an example.

[0028] FIG. 5 is a block diagram of a communication control module according to one embodiment of the present invention.

[0029] Figure 6 shows an example of a CP signal obtained from a CP circuit.

[0030] FIG. 7 is a flowchart showing how a communication control module according to an embodiment of the present invention determines the frequency and duty of a CP signal.

[0031] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the attached drawings.

[0032] However, the technical concept of the present invention is not limited to some of the described embodiments but can be implemented in various different forms, and within the scope of the technical concept of the present invention, one or more of the components among the embodiments may be selectively combined or substituted.

[0033] In addition, terms used in the embodiments of the present invention (including technical and scientific terms) may be interpreted in a sense that is generally understood by those skilled in the art to which the present invention belongs, unless explicitly and specifically defined otherwise. Terms that are commonly used, such as terms defined in advance, may be interpreted in consideration of their meaning in the context of the relevant technology.

[0034] Furthermore, the terms used in the embodiments of the present invention are for the purpose of describing the embodiments and are not intended to limit the present invention.

[0035] In this specification, the singular form may include the plural form unless specifically stated otherwise in the text, and when described as "at least one of A and B and C (or more than one)," it may include one or more of all combinations that can be formed from A, B, and C.

[0036] In addition, terms such as first, second, A, B, (a), (b), etc. may be used when describing the components of the embodiments of the present invention.

[0037] These terms are intended merely to distinguish a component from other components and are not limited by the nature, order, sequence, etc., of the said component.

[0038] And, where it is stated that a component is 'connected', 'combined', or 'joined' to another component, this may include not only cases where the component is directly connected, combined, or joined to the other component, but also cases where it is 'connected', 'combined', or 'joined' due to another component located between the component and the other component.

[0039] Furthermore, when described as being formed or placed "above or below" each component, "above" or "below" includes not only cases where two components are in direct contact with each other, but also cases where one or more other components are formed or placed between the two components. Additionally, when expressed as "above or below," it may include the meaning of a downward direction as well as an upward direction relative to a single component.

[0040] Hereinafter, embodiments will be described in detail with reference to the attached drawings, provided that identical or corresponding components regardless of drawing symbols may be assigned the same reference number and redundant descriptions thereof may be omitted.

[0041] FIGS. 1 and FIGS. 2 are drawings illustrating a charging system for an electric vehicle according to an embodiment of the present invention.

[0042] Referring to FIGS. 1 and 2, an electric vehicle (EV, 10) can be charged from an electric vehicle supply equipment (EVSE, 20). In this specification, an EV (10) refers to a vehicle propelled by an electric motor that draws current from a rechargeable storage battery or other portable energy storage device. In this specification, an EV (10) is described as an example, but it may also be applicable to a plug-in hybrid electric road vehicle (PHEV).

[0043] For charging the EV (10), a charging cable (22) connected to the EVSE (20) can be connected to the inlet of the EV (10). Here, the EVSE (20) is a device that supplies AC or DC, and can be placed at a charging station or within a home, or can be implemented to be portable. The EVSE (20) can be used interchangeably with a charging station (supply), an AC charging station (AC supply), a DC charging station (DC supply), a socket-outlet, etc.

[0044] An electric vehicle communication controller (EVCC, 100) for charging the EV (10) can be installed in the EV (10) and connected to the EV (10). For example, the communication controller (100) can be installed in the trunk of the EV (10), but is not limited thereto.

[0045] Here, the communication control device (100) can communicate with the EV (10) and EVSE (20), respectively.

[0046] The EV (10) can be divided into four modes depending on how it is charged from the EVSE (20), and into three cases depending on how the EV (10) is connected to the EVSE (20). Mode 1 is connecting the EV (10) to the AC supply network using a cable and plug without a separate charger, and is connected to a standard socket outlet. It can be connected simply, but safety devices may be limited. Mode 2 is connecting the EV (10) to the AC supply network using a cable and plug connected to a standard socket outlet, and the standard socket outlet has a protection system and CP function to prevent electric shock between the EV and the socket outlet. Mode 3 is connecting the EV (10) using an EVSE (20) that is permanently connected to the AC supply network, and the CP function can control devices within the EVSE (20). It is connected using a standard charging connector and charger, and the charging status can be monitored in real time. Mode 4 is to connect the EV (10) to an AC or DC supply network using a DC EVSE or a DC EV charging station by utilizing the CP function. Fast charging is possible using a high-speed charging method with DC. Case A is to connect the EV (10) to an AC supply using a cable and plug assembly permanently attached to the EV. Case B is to connect the EV (10) to a supply using a cable assembly that is detachable at both ends. Case C is to connect the EV (10) to a supply using a supply cable and vehicle connector permanently attached to an EV charging station.

[0047] In the cable assembly between the EV (10) and the EVSE (20), a CP conductor, which is an insulating conductor that creates a CP circuit, may be placed together with a PE (protective conductor). Here, the CP circuit is a circuit designed for signal transmission or communication between the EV (10) and the EVSE (20), and the CP function may be used to monitor and control the interaction between the EV (10) and the EVSE (20). A control pilot function controller (CPP controller), which is a device that manages CP signals and CP functions, may be placed in the EVSE (20). The proximity function may be an electrical or mechanical means indicating that a connector is inserted into the EV (10) inlet or that a plug of a socket outlet is inserted into a charging station.

[0048] In Mode 2, Mode 3, and Mode 4, the EVSE (20) has the function of checking the continuous continuity of the protective earthing conductor, verifying whether the EV (10) is properly connected to the EVSE (20), supplying power to the EV (10), stopping the power supplied to the EV (10), and transmitting maximum current information. Here, in order to supply power to the EV (10), the CP function between the EVSE (20) and the EV (10) must be accurately set to a signal state that allows power supply. The CP function can be performed through the CP circuit.

[0049] Figure 3 is an example of an electrical equivalent circuit for charging between the EVSE and the EVCC of the EV.

[0050] Referring to FIG. 3, the EVSE (20) includes an oscillator that generates an AC voltage for charging, and the EVCC (100) includes resistors (R2, R3) and a switch (S2). Here, Va is the pilot wire voltage measured at the output terminal of the EVSE (20), Vg is the internal voltage of the oscillator, and Vb is the voltage measured by the EVCC (100) and may have a duty cycle and frequency. The EVSE (20) can communicate by setting the duty cycle of a PWM signal or a continuous DC voltage signal. The EVSE (20) can change the duty cycle of the PWM signal. The EVCC (100) can respond by applying a resistive load to the positive half-wavelength of the CP circuit. The EVCC (100) can determine the frequency and duty of the CP signal by measuring the CP signal transmitted from the EVSE (20) in the CP circuit. However, noise may occur during the transmission of the CP signal and be included in the CP signal.

[0051] Figure 4 shows a PWM-type CP signal output by an EVSE as an example.

[0052] Referring to FIG. 4, the EVSE (20) outputs a PWM-type CP signal with a maximum voltage of +12V and a minimum voltage of -12V. The communication control device (100) of the EV (10) detects the duty cycle and voltage magnitude of the CP signal to monitor and control the state.

[0053] The state based on the CP signal can be classified into state A, state B, state C, state D, state E, and state F. State A refers to a state where the charger is not connected between the EVSE (20) and the EV (10), i.e., an unplugged state, and it is determined to be state A when the peak of the CP signal is +12V±1V. State B refers to a state where the charger is connected between the EVSE (20) and the EV (10), i.e., a plugged state, and it may refer to a state ready for charging. It is determined to be state B when the maximum voltage of the CP signal is +9V±1V and the minimum voltage is -12V±1V. States C and D refer to a state in the middle of charging, i.e., a charging state, and specifically state D may refer to a state requiring ventilation during charging. If the maximum voltage of the CP signal is +6V±1V and the minimum voltage is -12V±1V, it is determined to be in state C, and if the maximum voltage of the CP signal is +3V±1V and the minimum voltage is -12V±1V, it is determined to be in state D. States E and F may represent error states. For example, state E may represent a state where power is not supplied to the EVSE (20), and state F may represent a state where the EVSE (20) is unavailable. If the maximum voltage of the CP signal is +0V±1V and the minimum voltage is -12V±1V, it is determined to be in state E, and if the maximum voltage of the CP signal is -12V±1V and the minimum voltage is -12V±1V, it is determined to be in state F.

[0054] Meanwhile, sleep mode is a mode for energy saving, and the EV (10) and EVSE (20) can enter sleep mode after negotiating a pause via the HLC protocol. On the EVSE (20) side, sleep mode means that the oscillator is turned off, the +12V supply of the pilot line is maintained, and the power of the lower-level communication module is turned off. On the EV (10) side, sleep mode means state B, and the power of the lower-level communication module can be turned off. A wake-up mechanism may also be used after the charging session has already ended so that the counterpart station can reset the HLC.

[0055] [Table 1] describes the charging status by position of the CP signal shown in Fig. 4, and [Table 2] shows the maximum current by duty cycle. Also, [Table 3] shows the CP circuit parameters and their values ​​for the EV supply equipment.

[0056]

[0057] Nominal duty cycle interpretation by vehicleMaximum current to be drawn by vehicleDuty cycle <3%Charging not allowed3%≤duty cycle≤7%Indicates that digital communication will be used to control an off-board DC charger or communicate available line current for an on board charger. Digital communication may also be used with other duty cycles.Charging is not allowed without digital communication.5% duty cycle shall be used if the pilot function wire is used for digital communication7%<duty cycle<8%Charging not allowed8%≤duty cycle<10%6A10%≤duty cycle≤85%Available current=(% duty cycle)*0,6A85%<duty cycle≤96%Available current=(% duty cycle-64)*2,5A96%<duty cycle≤97%80ADuty cycle>97%Charging not allowedIf the PWM signal is between 8% and 97%, the maximum current may not exceed the values indicated by the PWM even if the digital signal indicates a higher current.

[0058]

[0059] The interaction between the EVSE (20) and the EV (10) can be monitored and controlled through the CP signal. The CP signal has an effective frequency range, and the current to be supplied to the EV (10) can be determined according to the duty cycle. Referring to [Table 3], the effective frequency range of the CP signal may be 980 to 1020 Hz.

[0060] According to an embodiment of the present invention, the communication control device (100) of the EV (10) can filter out noise generated in the CP signal to more accurately determine the frequency and duty of the CP signal.

[0061] FIG. 5 is a block diagram of a communication control device according to one embodiment of the present invention.

[0062] Referring to FIG. 5, the communication control device (500) may include a connection unit (510), a CP signal determination unit (520), and a control unit (530). Other configurations may also be included, but since the present invention is intended for the communication control device to determine the frequency and duty of a CP signal for charging an electric vehicle, other configurations and details may be omitted for convenience of explanation. That is, other configurations and details may be applied using known technology regarding the communication control device (100).

[0063] The connection unit (510) is connected to the EVSE and transmits signals between the control unit (530) and the EVSE. For example, the connection unit (510) can transmit a charging-related signal received from the EVSE to the control unit (530) and transmit a charging control signal generated by the control unit (530) to the EVSE. Additionally, the connection unit (510) can transmit power received from the EVSE to the battery within the EV according to the charging control signal generated by the control unit (530). Here, the charging control signal may include a CP (control pilot) signal.

[0064] The CP signal determination unit (520) can determine the frequency and duty of the CP signal obtained from the CP circuit. The CP signal determination unit (520) can verify the frequency and duty for each pulse obtained from the CP circuit.

[0065] Figure 6 shows an example of a CP signal obtained from a CP circuit.

[0066] Referring to FIG. 6, one pulse is received between t1 and t2. The CP signal determination unit (520) can determine the frequency and duty of the CP signal by checking the period and duty of the pulse received between t1 and t2. Subsequently, one pulse is received again between t2 and t3. The CP signal determination unit (520) can determine the frequency and duty of the CP signal by checking the period and duty of the pulse received between t2 and t3. The CP signal determination unit (520) can determine the frequency and duty of the CP signal by determining the period and duty of each received pulse. The CP signal determination unit (520) can transmit the determined frequency and duty of the CP signal to the control unit (530).

[0067] The control unit (530) can filter noise using the frequency and duty of the CP signal received from the CP signal determination unit (520). The frequency and duty of the CP signal received from the CP signal determination unit (520) may be the frequency and duty of each pulse constituting the CP signal. The control unit (530) can check whether the frequency and duty of each received pulse are within the valid range. The valid range may be defined by the electric vehicle charging standard. For example, the valid range of the duty and frequency of the CP signal can be checked by referring to [Table 2] and [Table 3]. The control unit (530) can determine whether the number of checked data is greater than the threshold value. The threshold value may be a predetermined value. The threshold value may be set as an absolute value, but is not limited thereto. For example, the threshold value may also be set as a percentage. Specifically, the threshold value may be set to 5 or 20% of the number of checked data. The threshold value may be a value determined based on at least some of the time at which the CP signal was acquired and the sampling rate. If the number of verified data is greater than the threshold value, the control unit (530) determines the frequency and duty of the CP signal using data within the valid range, otherwise, it determines the frequency and duty of the CP signal using all verified data. The control unit (530) can update the frequency and duty of the CP signal at regular intervals and transmit them to the electric vehicle.

[0068] FIG. 7 is a flowchart showing how a communication control module according to an embodiment of the present invention determines the frequency and duty of a CP signal.

[0069] Referring to FIG. 7, the communication control module can acquire a CP signal from the CP circuit for a certain period of time (S701).

[0070] The communication control module can check the frequency and duty cycle for each pulse included in the acquired CP signal (S703). The CP signal is a PWM signal, and each pulse may consist of an on period and an off period. The communication control module can check the frequency and duty cycle of the CP signal by checking the on period and the off period of each pulse.

[0071] The communication control module can check the number of data within the valid range among the verified frequencies and duty cycles (S705). The valid range may be defined by electric vehicle charging standards, but is not limited thereto.

[0072] The communication control module can determine whether the number of checked data is greater than a threshold value (S707). The threshold value may be an absolute value or a percentage. For example, the threshold value may be 10 or 30% of the number of checked data. The threshold value may be determined based on at least some of the time the CP signal was acquired and the sampling rate.

[0073] If the number of confirmed data is greater than the threshold value, the communication control module can determine the frequency and duty of the CP signal based on the data within the valid range (S709). For example, the total number of pulses included in the CP signal acquired by the communication control module for a certain period of time may be 10. [Table 4] indicates whether each pulse is within the valid range.

[0074] 0123456789ValidValidValidInvalidInvalidValidValidValidInvalidValid

[0075] Referring to [Table 4], 7 out of a total of 10 data points may be within the valid range. If the threshold is 5, the communication control module can determine the frequency and duty of the CP signal using a total of 7 data points within the valid range because the number of data points within the valid range is greater than the threshold. Specifically, the communication control module can determine the frequency and duty of the CP signal by deriving the average value of the data points within the valid range.

[0076] If the number of confirmed data is less than the threshold value, the communication control module can determine the frequency and duty of the CP signal using all confirmed data (S711). For example, the number of pulses included in the CP signal acquired by the communication control module for a certain period of time is 10 in total, and [Table 5] may indicate whether each pulse is within the valid range.

[0077] 0123456789InvalidValidInvalidInvalidInvalidValidValidInvalidInvalidValid

[0078] Referring to [Table 5], only 4 out of a total of 10 data points may be within the valid range. If the threshold value is 5, the communication control module can determine the frequency and duty of the CP signal using all verified data. That is, the communication control module can determine the frequency and duty of the CP signal using all 10 data points. Specifically, the communication control module can derive the frequency and duty of the CP signal as the average value of all verified data.

[0079] According to one embodiment, the communication control module can update the frequency and duty of the CP signal at a fixed period. The fixed period may be different from the time at which the CP signal of S701 was acquired.

[0080] According to one embodiment, the communication control module can transmit information regarding the frequency and duty of the determined CP signal to the electric vehicle.

[0081] Although the invention has been described above with reference to embodiments, this is merely illustrative and does not limit the invention. Those skilled in the art will understand that various modifications and applications not exemplified above are possible within the scope of the essential characteristics of the embodiments. For example, each component specifically shown in the embodiments may be modified and implemented. Furthermore, differences related to such modifications and applications should be interpreted as being included within the scope of the invention as defined in the appended claims.

Claims

1. A connection part that can be connected to an electric vehicle charging facility; A CP signal determination unit that acquires a CP (control pilot) signal for a certain period of time and checks the frequency and duty for each pulse included in the acquired CP signal; A communication control device for determining a signal for charging an electric vehicle, comprising a control unit that checks the number of data within a valid range among the frequency and duty cycles confirmed above, checks whether the number of confirmed data is greater than a threshold value, and if the number of confirmed data is greater than the threshold value, determines the frequency and duty cycle of a CP signal based on the data within the valid range.

2. In Paragraph 1, A communication control device for determining a signal for electric vehicle charging, wherein the control unit further determines the frequency and duty of the CP signal using all the verified data when the number of verified data is smaller than a threshold value.

3. In Paragraph 1, A communication control device for determining a signal for electric vehicle charging, wherein the above effective range is the effective range of the frequency and duty of the CP signal defined in the electric vehicle charging standard.

4. In Paragraph 1, A communication control device for determining a signal for electric vehicle charging, wherein the threshold value is a value determined based on at least some of the time at which the CP signal was acquired and the sampling rate.

5. In Paragraph 1, A communication control device for determining a signal for electric vehicle charging, wherein the threshold value is an absolute value or a value determined as a percentage of the number of verified data.

6. In Paragraph 1, The above control unit is a communication control device that determines a signal for electric vehicle charging, which updates the frequency and duty of a CP signal at a regular period.

7. In Paragraph 1, The above control unit is a communication control device that determines a signal for charging an electric vehicle, which transmits the frequency and duty of the determined CP signal to the electric vehicle.

8. A step of acquiring a CP (control pilot) signal for a certain period of time; A step of determining the frequency and duty cycle for each pulse included in the above-mentioned acquired CP signal; A step of verifying the number of data within the valid range among the frequencies and duties verified above; A step of checking whether the number of the above-mentioned confirmed data is greater than a threshold; and A method for determining a signal for charging an electric vehicle of a communication control device, comprising the step of determining the frequency and duty of a CP signal using data within the valid range when the number of confirmed data is greater than the threshold value.

9. In Paragraph 8, A method for determining a signal for charging an electric vehicle of a communication control device, further comprising the step of determining the frequency and duty of a CP signal using all the verified data when the number of verified data is smaller than a threshold value.

10. In Paragraph 8, A method for determining a signal for charging an electric vehicle of a communication control device, wherein the above valid range is the valid range of the frequency and duty of the CP signal defined in the electric vehicle charging standard.

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