Communication method for mobility vehicle supporting pairing use case, communication method for automated electric vehicle power supply facility, and apparatus therefor

Abstract

A communication method for rechargeable electric mobility vehicle according to the present disclosure comprises the steps of: receiving or obtaining, from automated EV supply equipment (aEVSE), first pairing information of the aEVSE via a first channel; receiving, from the aEVSE, second pairing-related information of the aEVSE via a second channel; and verifying a pairing between the mobility vehicle and the aEVSE on the basis of a correlation between the first pairing information and the second pairing-related information.

Description

Communication method of mobility supporting pairing use cases, communication method of automated electric vehicle power supply facility, and the device thereof

[0001] The present disclosure relates to a communication method of mobility supporting pairing use cases, a communication method of automated electric vehicle supply equipment, and apparatuses operating the same, and in particular to communication between rechargeable mobility and automated electric vehicle supply equipment (aEVSE).

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

[0003] With the recent expansion of electric vehicles (EVs), the importance of charging infrastructure based on Vehicle-to-Grid (V2G) communication between vehicles and the power grid is growing. This V2G communication is defined according to the ISO 15118 series standards and can automate procedures such as authentication, authorization, billing, and value-added services of charging sessions through communication between EVs and Electric Vehicle Supply Equipment (EVSE).

[0004] Meanwhile, Automated Charging Device (ACD) technology is rapidly spreading to minimize user intervention during the EV charging process. ACD technology is a mechanism that enables an EV to automatically dock with a power supply facility while parked or stationary, and it can be implemented in the form of automatic connection via the underside or side of the vehicle (ACD-U, ACD-S) or a pantograph-type connection (ACD-P).

[0005] While existing ISO 15118-2 and 15118-20 standards define charging and payment procedures, they do not clearly define communication sequences and cooperation structures between entities when electric vehicles and / or electric mobility interact with a Service Site that includes automated EV supply equipment (aEVSE).

[0006] Due to recent advancements in automation technology, the types of services that can be technically provided have become more diverse, but standards are failing to keep pace with this technological progress. Furthermore, as various secondary actors participate in the operation of charging infrastructure, the complexity of service site operations is increasing because message exchange procedures and roles among them are not clearly defined.

[0007] Due to these issues, there is a decline in user charging efficiency and user experience satisfaction.

[0008] Therefore, the development of communication sequences and inter-entity cooperation structures is required when electric vehicles and / or electric mobility interact with a service site that includes automated EV supply equipment (aEVSE).

[0009] The technical problem that the present disclosure aims to solve is to provide a check / pairing procedure for whether an electric vehicle (EV) entering a service site that includes an automated charging device (ACD) moves to the location of an accurate target aEVSE / ACD while approaching and parking at a target aEVSE / ACD.

[0010] The technical problem that the present disclosure aims to solve is to propose a use case in which an electric vehicle (EV) solves a pairing problem in the above procedure by utilizing an in-EV parking guide system or AVDS / AVPS, etc.

[0011] The technical problem that the present disclosure aims to solve is to provide a check / pairing procedure for whether an electric vehicle (EV) that has entered a service site including an automated charging device (ACD) has parked at the correct location of a target aEVSE / ACD after approaching and parking at the target aEVSE / ACD.

[0012] The technical problem that the present disclosure aims to solve is to provide a confirmation procedure for whether an electric vehicle (EV) that has entered a service site including an automated charging device (ACD) has been paired with an accurate target aEVSE / ACD.

[0013] The technical problem that the present disclosure aims to solve is to propose a use case that solves the pairing problem by using proximate communication or proximate channel (e.g., a visual channel based on RFID, NFC, QR codes, etc.) after parking in the above procedures.

[0014] A communication method for rechargeable electric mobility according to one embodiment of the present disclosure for solving the above technical problem may include: receiving or obtaining first pairing information of an automated EV supply equipment (aEVSE) via a first channel from the aEVSE; receiving second pairing related information of the aEVSE via a second channel from the aEVSE; and verifying pairing between the mobility and the aEVSE based on the relationship between the first pairing information and the second pairing related information.

[0015] A communication method for a rechargeable electric mobility according to one embodiment of the present disclosure may further include the step of performing pairing between the mobility and the aEVSE using localization that acquires location information of the mobility until the mobility is parked in the aEVSE, prior to the step of receiving or acquiring the first pairing information.

[0016] A communication method for a rechargeable electric mobility according to one embodiment of the present disclosure may further include the step of receiving identification information of the aEVSE and the location of the aEVSE prior to the localization. In the step of performing pairing between the mobility and the aEVSE using the localization, the pairing between the mobility and the aEVSE may be performed based on the relationship between the location of the mobility according to the movement of the mobility and the location of the aEVSE corresponding to the identification information of the aEVSE.

[0017] The step of performing pairing between the mobility and the aEVSE using the localization described above may include: receiving beacon signals received from a plurality of anchors within a service site or service area associated with the aEVSE; and determining the location of the mobility according to the movement of the mobility based on the beacon signals received from the plurality of anchors.

[0018] In a communication method for a rechargeable electric mobility according to one embodiment of the present disclosure, the mobility may be in a state of being parked in the aEVSE prior to the step of receiving or acquiring the first pairing information. At this time, the communication method for a rechargeable electric mobility according to one embodiment of the present disclosure may further include the step of transmitting a request message to the aEVSE to establish the second channel prior to the step of receiving the second pairing-related information.

[0019] The step of verifying the pairing between the mobility and the aEVSE may include a step of identifying whether the second pairing information extracted based on the second pairing-related information is identical to the first pairing information.

[0020] In a communication method for a rechargeable electric mobility according to one embodiment of the present disclosure, the second pairing-related information may include a pairing proof comprising encrypted pairing identification information of the aEVSE. In this case, the step of verifying the pairing between the mobility and the aEVSE may include a step of identifying whether the second pairing information extracted based on the decryption of the pairing proof within the second pairing-related information is identical to the first pairing information.

[0021] In a communication method for rechargeable electric mobility according to one embodiment of the present disclosure, the first channel may include at least one of an RFID communication channel, an NFC channel, or a visual channel, and the second channel may include a wireless communication channel.

[0022] A communication method of an automated EV supply equipment (aEVSE) according to another embodiment of the present disclosure may include: receiving or obtaining first pairing information of a rechargeable electric mobility via a first channel from said mobility; receiving second pairing related information of said mobility via a second channel from said mobility; and verifying pairing between said mobility and said aEVSE based on the relationship between said pairing information and said second pairing related information.

[0023] In a communication method of an automated electric vehicle power supply (aEVSE) according to one embodiment of the present disclosure, the mobility may be in a state of being parked in the aEVSE prior to the step of receiving or acquiring the first pairing information. In this case, the communication method of an automated electric vehicle power supply (aEVSE) according to one embodiment of the present disclosure may further include the step of receiving a request message for establishing the second channel from the mobility prior to the step of receiving the second pairing-related information; and the step of transmitting a response message for establishing the second channel to the mobility in response to the request message.

[0024] The step of verifying the pairing between the mobility and the aEVSE may include a step of identifying whether the second pairing information extracted based on the second pairing-related information is identical to the first pairing information.

[0025] In a communication method for an automated electric vehicle power supply (aEVSE) according to one embodiment of the present disclosure, the second pairing-related information may include a pairing proof comprising encrypted pairing identification information of the aEVSE. In this case, the step of verifying the pairing between the mobility and the aEVSE may include a step of identifying whether the second pairing information extracted based on the decryption of the pairing proof within the second pairing-related information is identical to the first pairing information.

[0026] In a communication method of an automated electric vehicle power supply (aEVSE) according to one embodiment of the present disclosure, the first channel may include at least one of an RFID communication channel, an NFC channel, or a visual channel, and the second channel may include a wireless communication channel.

[0027] An electric vehicle communication controller (EVCC) according to one embodiment of the present disclosure is an EVCC associated with electric mobility that receives power from an automated electric vehicle supply equipment (aEVSE), and may include at least one command processor.

[0028] The processor can receive or obtain first pairing information of the automated EV Supply Equipment (aEVSE) via a first channel, receive second pairing related information of the aEVSE via a second channel, and verify the pairing between the mobility and the aEVSE based on the relationship between the first pairing information and the second pairing related information.

[0029] The processor can perform pairing between the mobility and the aEVSE by using localization to acquire location information of the mobility until the mobility is parked in the aEVSE, prior to receiving or acquiring the first pairing information.

[0030] The processor can receive identification information of the aEVSE and the location of the aEVSE prior to the localization, and can perform pairing between the mobility and the aEVSE based on the relationship between the location of the mobility according to the movement of the mobility determined using the localization and the location of the aEVSE corresponding to the identification information of the aEVSE.

[0031] The processor can receive beacon signals received from a plurality of anchors within a service site or service area associated with the aEVSE using the localization, and can determine the location of the mobility according to the movement of the mobility based on the beacon signals received from the plurality of anchors.

[0032] In an electric vehicle communication controller (EVCC) according to one embodiment of the present disclosure, the mobility may be in a parked state on the aEVSE prior to receiving or acquiring the first pairing information. At this time, the processor may transmit a request message to the aEVSE to establish the second channel prior to receiving the second pairing-related information, and may receive a response message from the aEVSE to establish the second channel.

[0033] The processor can identify whether the second pairing information extracted based on the second pairing-related information is the same as the first pairing information in order to verify the pairing between the mobility and the aEVSE.

[0034] In an electric vehicle communication controller (EVCC) according to one embodiment of the present disclosure, the second pairing-related information may include a pairing proof comprising encrypted pairing identification information of the aEVSE. In this case, the processor may identify whether the second pairing information extracted based on the decryption of the pairing proof within the second pairing-related information is identical to the first pairing information in order to verify the pairing between the mobility and the aEVSE.

[0035] According to one embodiment of the present disclosure, a check / pairing procedure can be provided for whether an electric vehicle (EV) that has entered a service site including an automated charging device (ACD) moves to the location of an accurate target aEVSE / ACD while parking at a target aEVSE / ACD.

[0036] According to one embodiment of the present disclosure, in the procedure, an electric vehicle (EV) can implement a use case that solves a pairing problem using an EV-in-EV parking guide system or AVDS / AVPS, etc.

[0037] According to one embodiment of the present disclosure, after an electric vehicle (EV) enters a service site including an automated charging device (ACD) and parks at a target aEVSE / ACD, a check / pairing procedure can be provided to determine whether the vehicle has been parked at the correct target aEVSE / ACD location.

[0038] According to one embodiment of the present disclosure, a confirmation procedure can be provided for whether an electric vehicle (EV) that has entered a service site including an automated charging device (ACD) has been paired with an accurate target aEVSE / ACD.

[0039] According to one embodiment of the present disclosure, a use case can be implemented in which a pairing problem is solved by using a proximate communication or a proximate channel (e.g., a visual channel based on RFID, NFC, QR codes, etc.) after parking in the procedures.

[0040] 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.

[0041] 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.

[0042] FIGS. 3A and 3B are drawings illustrating the documentation system of a communication structure according to the present disclosure, with reference to the documentation system of an ISO 15118 3rd Generation (V2G-CI 3rd Generation) communication structure.

[0043] 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.

[0044] 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.

[0045] FIG. 6 is a conceptual diagram illustrating an architecture in which charging communication and localization for charging electric mobility are performed according to one embodiment of the present disclosure.

[0046] FIG. 7 is a flowchart illustrating the pairing procedure of an electric mobility according to one embodiment of the present disclosure in sequential order with respect to the arrival, approaching, parking, and docking procedures of the electric mobility.

[0047] FIG. 8 is a conceptual diagram illustrating a pairing operation or a pairing confirmation operation of electric mobility according to one embodiment of the present disclosure.

[0048] FIG. 9 is a conceptual diagram illustrating a procedure for charging communication and localization technology using wireless LAN (WLAN) and UWB communication that supports pairing operation, according to one embodiment of the present disclosure.

[0049] FIG. 10 is a conceptual block diagram of the internal structure of a computing system capable of implementing a charging communication or communication control device according to one embodiment of the present disclosure, which includes a generalized ACD, a communication device / communication control device included within the ACD, a wireless LAN AP (Access Point) deployed for SECC, EVCC, EVSE, aEVSE, and a short-range communication device / communication control device deployed in an electric vehicle / electric mobility or ACD.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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".

[0054] 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.

[0055] 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.

[0056] 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.

[0057] 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.

[0058] 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.

[0059] 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.

[0060] Some terms used in this specification are defined as follows.

[0061] 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.

[0062] 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.

[0063] 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.

[0064] 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).

[0065] 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).

[0066] 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.

[0067] 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.

[0068] 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.

[0069] 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.

[0070] 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.

[0071] 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.

[0072] 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.

[0073] 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.

[0074] An inductive coupler can refer to a transformer formed by a primary device and a secondary device that transmits power through electrical isolation.

[0075] 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.

[0076] 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.

[0077] 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.

[0078] 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).

[0079] 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.

[0080] 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.

[0081] 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.

[0082] 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.

[0083] 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.

[0084] 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).

[0085] 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.

[0086] Ambient temperature may refer to the ground level temperature measured in the atmosphere of a target subsystem that is not exposed to direct sunlight.

[0087] Vehicle ground clearance may refer to the vertical distance between the road or road pavement and the lowest point of the vehicle floor pan.

[0088] 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.

[0089] 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.

[0090] 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.

[0091] 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.

[0092] A hazardous live component may refer to a live component capable of delivering a hazardous electric shock under certain conditions.

[0093] A live component can refer to any conductor or conductive part that is electrically active in its basic application.

[0094] Direct contact can refer to contact with a living being, such as a person.

[0095] Indirect contact may refer to contact with an exposed, conductive, electrically conductive active component due to insulation failure (see IEC 61140).

[0096] 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.

[0097] 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.

[0098] Correlation / Association may include the procedure for establishing a relationship between two peer communication entities.

[0099] 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.

[0100] 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.

[0101] 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.

[0102] 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.

[0103] 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.

[0104] 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.

[0105] 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.

[0106] 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.

[0107] 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.

[0108] '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.

[0109] 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).

[0110] An EV Supply Equipment (EVSE) can refer to a device that forms part of a charging station that supplies energy to an electric vehicle via an outlet, and is connected to a smart meter to measure energy.

[0111] A 'Charging station (CS)' may refer to a facility that includes one or more EV power supply units and actually performs charging for EVs.

[0112] 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.

[0113] '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)'.

[0114] 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.

[0115] 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).

[0116] 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.

[0117] Electric Mobility Provider (EMP), Electric Mobility Service Provider (EMSP), and Mobility Service Provider (MSP) may be used with a similar meaning to Mobility Operator.

[0118] 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.

[0119] 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.

[0120] '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.

[0121] "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.

[0122] A 'certificate' can refer to an electronic document that binds a public key to an ID via a digital signature.

[0123] 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.

[0124] 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.

[0125] 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.

[0126] '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.

[0127] '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.

[0128] "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.

[0129] 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.

[0130] 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).

[0131] 'e-Mobility Account Identifier (eMAID)' may refer to a unique EV identifier that links a contract certificate to an EV owner's billing account.

[0132] 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.

[0133] 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."

[0134] 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.

[0135] 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.

[0136] 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.

[0137] 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.

[0138] 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.

[0139] 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.

[0140] 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.

[0141] 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.

[0142] 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.

[0143] 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.

[0144] Details of the present disclosure will be explained below through the embodiments of FIGS. 1 to 9.

[0145] 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.

[0146] 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.

[0147] 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.

[0148] 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.

[0149] 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.

[0150] 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.

[0151] 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.

[0152] 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.

[0153] 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.

[0154] 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.

[0155] 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.

[0156] 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.

[0157] 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.

[0158] 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.

[0159] 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.

[0160] 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.

[0161] 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.

[0162] 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.

[0163] 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.

[0164] 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.

[0165] 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.

[0166] 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.

[0167] 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.

[0168] 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.

[0169] 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.

[0170] 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.

[0171] 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.

[0172] 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.

[0173] 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.

[0174] In the PS 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.

[0175] In the PS Power Transfer stage, power transfer between the EV and the aEVSE can be initiated. Metering data, such as charging current, voltage, and temperature, is transmitted to the ASM and eMSP and can be utilized in the payment stage. In this disclosure, payment services are performed in parallel through the interoperability between the CSO and the eMSP, and additional services can be re-selected via ServiceReselectionReq / Res messages.

[0176] 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.

[0177] 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.

[0178] 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.

[0179] 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.

[0180] 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.

[0181] (1) ESDP / ENP stage

[0182] 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.

[0183] (2) TCP(TLS) step

[0184] 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.

[0185] (3) Session Handling and Service Negotiation Step

[0186] 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.

[0187] Session Setup is a step of forming a charging session by exchanging charging profiles, vehicle identification information, power requirements, etc., between the EV Communication Controller (EVCC) and the aEVSE 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.

[0188] Once a session is established, the ASM can provide the EV with a list of services offered by the ASM and specific details of those services. Based on this information, the EV can select the desired service, and upon notifying the ASM of the selected service, the ASM can prepare it. The series of processes involving finding services, providing a list, and configuring them can be considered the Service Negotiation phase. In other words, the EV and aEVSE can negotiate charging methods and Value Added Services (VAS) through the Service Negotiation phase. During this phase, the EV may request one or more service instances (e.g., DC BPT, PnC, or VAS), and the aEVSE can send a message to approve or reject them. The Service Negotiation phase can be defined to allow various service modules (e.g., DC bidirectional charging, car wash, parking, vehicle inspection, etc.) to be integrated and performed within a single session.

[0189] 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.

[0190] (4) Authorization step

[0191] 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.

[0192] (5) AC / DC charging stage

[0193] 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.

[0194] (6) Session Stop Step

[0195] 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.

[0196] FIGS. 3A and 3B are drawings illustrating the documentation system of a communication structure according to the present disclosure, with reference to the documentation system of an ISO 15118 3rd Generation (V2G-CI 3rd Generation) communication structure.

[0197] As illustrated in Figures 3A and 3B, the third generation V2G-CI standard can be composed of a more detailed set of Requirements series documents (left) and a corresponding set of Conformance series documents (right) by extending and reorganizing the existing ISO 15118-1, 15118-2, and 15118-20 series. Each document can define the communication procedure between the vehicle (EV) and the power supply facility (EVSE) by charging method (AC / DC / WPT / ACD) and service layer.

[0198] (1) Common layer

[0199] 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.

[0200] 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.

[0201] 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.

[0202] 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.

[0203] 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.

[0204] (2) AC charging layer

[0205] 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.

[0206] (3) DC charging layer

[0207] 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.

[0208] 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.

[0209] ISO 15118-224 / 225 (CHAdeMO) may be a module for maintaining interoperability with the Japanese rapid charging method (CHAdeMO).

[0210] (4) Automated Connection Device (ACD) layer

[0211] 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.

[0212] (5) Wireless Charging Layer

[0213] 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.

[0214] (6) Optional Services Layer

[0215] The optional service tier may include Value Added Services (VAS) other than charging, such as PnC, EIM authentication, metering, and scheduling.

[0216] ISO 15118-250 / 251 (Authorization): Certification procedures such as PnC ("Plug & Charge" or "Park & ​​Charge"), EIM (External Identification Means) can be defined.

[0217] ISO 15118-252 / 253 (Metering): Can define standardized formats for energy measurement and billing data.

[0218] ISO 15118-254 / 255 (Scheduling): Can define charging reservation and scheduling protocols.

[0219] 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.

[0220] 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).

[0221] 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.

[0222] As disclosed in FIGS. 4A and 4B, the present disclosure is based on the basic communication structure between an Electrical Vehicle and Electric Vehicle Supply Equipment (EVSE) as defined in the international standard ISO 15118, and can provide an extended integrated control structure by adding new secondary actors to suit an Automated Charging Device (ACD) environment. An Electrical Vehicle Communication Controller (EVCC) is provided on the vehicle side, which interacts with the Electronic Control Unit (ECU), charger, interlock, residual current device, contactor, human machine interface (HMI), and modular current breaker inside the vehicle to control the state before and after charging and to transmit and receive messages in accordance with ISO 15118 standards. Users can check the charging status or select a payment method through the HMI, but in the present disclosure, most procedures can be performed automatically.

[0223] 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).

[0224] In addition to such vehicles and power supply facilities, the present disclosure may newly define several secondary actors not included in the ISO 15118 standard and the resulting changes in the roles of existing secondary actors. For example, a Charging Station Operator (CSO) may centrally manage one or more aEVSEs and monitor the reservation status, session progress, and failure status of each charger in real time.

[0225] 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.

[0226] 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.

[0227] 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.

[0228] Meanwhile, the Distribution System Operator (DSO) monitors the load status of the local power grid, including charging loads, and transmits distribution control signals for power supply facilities to the OS to distribute loads during peak hours or adjust charging speeds. This enables the stable maintenance of power quality even in the large-scale operating environment of aEVSE.

[0229] 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.

[0230] 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.

[0231] 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 system, 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.

[0232] 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.

[0233] 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 the Plug and Charge (Park and Charge) or External Identification Means (EIM) method.

[0234] 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).

[0235] 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.

[0236] 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.

[0237] 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.

[0238] 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.

[0239] FIG. 6 is a conceptual diagram illustrating an architecture in which charging communication and localization for charging electric mobility are performed according to one embodiment of the present disclosure.

[0240] Referring to FIG. 6, an embodiment is illustrated in which Level 2 communication technology, such as WLAN, and Level 1 communication technology, which is short-range specialized communication, are used for charging communication between an EVSE / aEVSE-side offboard ACD subsystem connected to an EVSE or an automated EVSE (aEVSE) corresponding to the infrastructure and an electric mobility-side onboard ACD subsystem mounted on the electric mobility. Examples of Level 1 communication technology, which is short-range specialized communication, include UWB technology, but as mentioned above, Level 1 communication technology is not limited to UWB.

[0241] The EVSE / aEVSE and / or ACD off-board subsystem may be associated with at least one access point (AP) for WLAN communication and at least one anchor for UWB communication. In this case, the SECC corresponding to the aEVSE may control or manage some or all of the operations related to the communication of at least one AP and at least one anchor associated with the aEVSE.

[0242] An electric mobility device may be equipped with at least one access point (AP) for WLAN communication and at least one anchor for UWB communication. In this case, the EVCC of the electric mobility device may control or manage some or all of the operations related to communication between the at least one AP and at least one anchor installed in the electric mobility device.

[0243] UWB, BLE, or Level 1 communication technology, which is a short-range communication technology, may be used for control communication between ACDs or between aEVSE and electric mobility for location-based operations such as localization, positioning, and pairing of electric vehicles or electric mobility. In this case, methods such as TDOA may be used in the localization process of electric mobility using Level 1 communication technology within a charging site or service site.

[0244] In the embodiment of FIG. 6, a Level 2 communication technology such as WLAN may be used for transmitting and receiving configuration information for charging electric mobility. In this case, the process of transmitting and receiving configuration information using Level 2 communication technology may refer to known standards such as ISO 15118-8.

[0245] In the charging process, communication technologies specified in ISO 15118-20, etc., may be used. These communication technologies may include Level 2 communication technologies such as WLAN, as well as wired communication technologies such as PLC technology. Communication protocols for charging electric mobility may include charging communication during detailed operations such as docking, charging, and undocking.

[0246] The EVSE / aEVSE is powered by a grid or power supply network (not shown), and power can be transferred from the electric mobility side onboard ACD to the electric mobility's power supply circuit (not shown).

[0247] Power can be supplied to the off-board ACD, i.e., the aEVSE on-board ACD, i.e., the mobility side. For power to be supplied, a docking process is required between the aEVSE-side off-board ACD and the mobility-side on-board ACD subsystem, and after power is supplied, an undocking process is performed so that the aEVSE-side off-board ACD and the mobility-side on-board ACD subsystem can be separated from each other.

[0248] For example, a Level-1 approach can be proposed in the case where the aEVSE-side off-board ACD and the mobility-side on-board ACD subsystem are ACDS.

[0249] The advantage of this Level 1 approach is that existing charging communication protocols can be reused (e.g., after docking).

[0250] The disadvantage of the Level 1 approach is that it requires a complex design to harmonize different protocols for the same session, and additional pairing between two channels may be necessary. For example, in the electric mobility sector, it is necessary to verify that the SECC connected via the UWB channel is identical to the SECC connected via the PLC channel. Furthermore, different methods may need to be implemented for similar charging modes. Implementing UWB+PLC technology in the ACDU and WLAN technology in the ACDS requires corresponding additional design. Authentication between the EVCC and SECC also needs to be performed redundantly. For instance, separate authentication is required for the PLC connection and the UWB connection, respectively.

[0251] For this reason, the present invention can utilize Level-2 communication technology proposed in ISO 15118-20, etc. In ACDS / U communication, WLAN can adequately perform the role. Conversely, UWB, a Level 1 communication technology, can play a major role in localization, vehicle positioning, and pairing.

[0252] In one embodiment of the present disclosure, WLAN and UWB may be used together in a modified ISO 15118 (-20 & -8). In addition to UWB, short-range communication technologies such as BLE, RFID, or irDA may be used.

[0253] WLAN may be suitable for complex data communication (TCP / IP / TLS / XML). Furthermore, UWB may be more advantageous than WLAN in pairing and positioning due to its distance sensing capabilities (range designation). Accordingly, in one embodiment of the present disclosure, WLAN may be used as the main channel for most sessions, excluding pairing and positioning, and the discovery process which is the preparation process. UWB may be used for vehicle positioning and, if necessary, for pairing. Additionally, UWB may be implemented to be utilized secondarily for docking, undocking, and ACD-related error detection or handling. It will be obvious to those skilled in the art that short-range communication techniques having characteristics similar to UWB compared to WLAN may be used in place of UWB in other embodiments of the present disclosure. Examples include BLE, RFID, irDA, or NFC communication techniques.

[0254] 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.

[0255] According to one embodiment of the present disclosure, an ACD charging communication method can be provided by defining a new Namespace, changing message parameters, changing a message sequence, and using a docking-undocking-pairing mechanism.

[0256] 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.

[0257] 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.

[0258] According to one embodiment of the present disclosure, a charging communication method for an ACD can be provided that allows for more effective execution of multiple procedures of the charging process between an electric mobility / EVCC and an automated power supply facility (aEVSE) / SECC and an ACD subsystem by using two or more different communication techniques.

[0259] Although various communication technologies may be used, each communication technology has its strengths and weaknesses, and the selective application of a communication technology capable of performing a role more effectively in various procedures of the electric vehicle charging process is proposed by the present disclosure.

[0260] In this process, when supplying power to an electric vehicle from a power supply device or automated electric vehicle supply equipment (aEVSE), message types and data formats may be proposed to enable procedures for positioning between the electric vehicle and the charging manipulator, and for preliminary preparation steps for power supply, by considering various types of electric vehicle charging ports, various types of electric vehicle power supply devices, and various charging methods.

[0261] FIG. 7 is a flowchart illustrating the pairing procedure of an electric mobility according to one embodiment of the present disclosure in relation to the arrival, approaching, parking, and docking procedures of the electric mobility.

[0262] Referring to FIG. 7, the electric mobility can determine a pairing method before arriving at a charging site or service site. In an alternative embodiment, the electric mobility can determine a pairing method before or while approaching aEVSE after arriving at a charging site or service site.

[0263] In the present disclosure, aEVSE / ACD may refer to a series of systems in which the EVSE automatically docks and undocking a vehicle coupler with minimal user intervention during the charging process of electric mobility.

[0264] To determine the pairing method, electric mobility can determine the pairing method based on information such as compatibility and interoperability between electric mobility and aEVSE / ACD, which pairing methods the electric mobility and aEVSE / ACD support, or which pairing method is preferred.

[0265] In an alternative embodiment, electric mobility and aEVSE / ACD can cooperate to determine a pairing method.

[0266] Electric mobility can choose either pairing while parking or pairing after parking.

[0267] If it is determined to be Pairing while Parking, the electric mobility can perform pairing while approaching the aEVSE, that is, while parked. At this time, the electric mobility can perform pairing between the mobility and the aEVSE by utilizing localization to acquire location information of the mobility within a charging site or service site.

[0268] If it is determined to be Pairing after Parking, the electric mobility can perform pairing by communicating with the aEVSE after parking in the aEVSE.

[0269] Even if pairing is performed by determining either Pairing while Parking or Pairing after Parking, Pairing Confirmation may be performed after pairing and before power supply docking.

[0270] Table 1 below may show information related to "Preparation" among the use cases related to the sequences illustrated in FIGS. 6 to 9 of the present disclosure.

[0271] CharacteristicsValue / DescriptionActor / RoleGeneralThis use case covers the activities which need to be performed by the aEVSE and the EV to run the docking procedure.PreconditionsEV has reached vicinity of the aEVSEEV has established the docking & undocking communicationPost conditionsEV and aEVSE have confirmed pairing and are ready to start the docking procedureBasic procedureDuring approaching:Vehicle identification by aEVSEaEVSE identification by EVPerform UC05.1 (Pairing while Parking)When parked:Perform use case Pairing UC05.2 (Pairing after Parking) if UC05.1 has not been performedPerform use case Pairing confirmation (UC05.3)The EV performs all measures to be ready for docking (e.g. open charging flap, adjust suspension, Immobilize EV..)The aEVSE performs all measures to be ready for docking, e.g checking accessibility of the vehicle inletEV and aEVSE indicate readiness for docking to each other via docking&undocking communicationAlternativeDepending on the implementation the Pairing confirmation could be performed while dockingExceptionsLoss of docking&undocking communicationPairing failedAccessibility test failed.

[0272] Table 2 below may show information related to "Pairing while Parking" among the use cases related to the sequences illustrated in FIGS. 6 to 9 of the present disclosure.

[0273] CharacteristicsValue / DescriptionActor / RoleEV, automatic EVSE, (vehicle guiding system or AVDS), AVDS: orchestration systemGeneralEV finds its way to park in front of the target aEVSE. An aEVSE is the target aEVSE if the EV is assigned to it (e.g., by a reservation system), or if the EV is already communicating with it, or if the EV wants to connect to it.This use case is related to the "Guidance to aEVSE" use case in that this use case may use the same method for "vehicle positioning" use case but for pairing purpose.PreconditionsEV (or vehicle guiding system or the driver) knows the location of the target aEVSEEV may have already established a communication channel with the target aEVSEPost conditionsEV has parked at the target aEVSE with its inlet placed within the mating space of the target aEVSEBasic procedure1) EV moves towards the target aEVSE's location2) EV arrives at the destination and parks at the aEVSE3) EV makes sure that the inlet is placed within the mating space of the aEVSE4) Use case 05 "Pairing confirmation" is performed.AlternativeAVDS: orchestration system hands over pairing info to aEVSE.ExceptionsEV fails to park at the target aEVSEAVDS: orchestration system fails to provide pairing info to aEVSE.

[0274] 아래의 표 3은, 본 개시의 도 6 내지 도 9에 도시된 시퀀스와 관련된 유즈 케이스 중 "Pairing after Parking"에 관련된 정보를 나타낼 수 있다.

[0275] CharacteristicsValue / DescriptionActor / RoleEV, automatic EVSEGeneralEV already parked at an aEVSE, and the EV wants to connect to that aEVSE for communication.PreconditionsEV is already parked at an aEVSEEV has not been connected to the aEVSE for communicationPost conditionsEV and the aEVSE that EV parked at have established communication channel for docking are pairedBasic procedure1) EV and aEVSE exchange pairing information by a proxmiate communication channel (e.g., by RFID, NFC, or QR codes by camera)2) EV and aEVSE discovers each other and verify if pairing information matches with each other (e.g., cross-checking the pairing information exchanged in step 1)3) If successful in step 2, EV and aEVSE establish docking communication channel4) Use case 05 "Pairing confirmation" is performed.Alternative1) If not yet done, EV and aEVSE discover each other and begin communicating2) EV and aEVSE measure their distance and verify if they are close (e.g., UWB ranging)3) If EV and aEVSE are close enough, they are paired4) Use case 05 "Pairing confirmation" is performed.ExceptionsFailed in step 2 of Basic procedure, Failed in step 2 of Alternative procedure.

[0276] Table 4 below may show information related to "Pairing Confirmation" among the use cases related to the sequences illustrated in FIGS. 6 to 9 of the present disclosure.

[0277] CharacteristicsValue / DescriptionActor / RoleEV, automatic EVSEGeneralEV parked at an aEVSE, established communication with it, and then EV and aEVSE wants to confirm that they are correctly pairedAVDS: This step is optional with AVDS, because pairing confirmation is already done upon entering the site (using blink code or similar)PreconditionsEV has parked at the aEVSEEV has established communication docking & undocking communicationPost conditionsEV and aEVSE are confirmed that they are correctly pairedBasic procedure1) EV and aEVSE exchange pairing information by a pairing channel (e.g., by RFID, NFC, or QR codes by camera)2) EV and aEVSE verify if pairing information matches with each other over communication channel (e.g., cross-checking the pairing information exchanged in step 1)Alternative1) EV and aEVSE measure their distance and verify if they are close (e.g., UWB ranging)2) If EV and aEVSE are close enough, they are confirmed about the pairingIn the private environment, the aEVSE does not need to use this pairing confirmation. It is the responsibility of the EV to park in the well-known correct parking bay before sending the docking request.ExceptionsFailure in step 1 of basic procedureFailed in step 2 of Basic procedure,Failed in step 2 of Alternative procedure.

[0278] Table 5 below may show information related to "Choosing an EVSE" among the use cases related to the sequences illustrated in FIGS. 6 to 9 of the present disclosure.

[0279] CharacteristicsValue / DescriptionActor / RoleASM, eMSP, User, ACD operator, (aEVSE Operator), CSO, CPOGeneralEarly preparational information exchange and service booking using backend communicationPreconditions1) The eMSP has connection to the Area Site Manager (ASM) or CSO2) The automatic EVSE has connection to the ASM or CSOPost conditions1) The ASM or CSO knows:reservation details (EV identifier, rough arrival and departure time,and service needs)2) The ACD operator knows of the EV:vehicle inlet position3) The eMSP and user have a confirmation for a booked service sessionBasic scenario1) The user requests service proposals from the eMSP2) The eMSP shall send an ACD service information request to the ASM containing the necessary information for the service session3) The ASM assesses availability of compatible automatic EVSE with ACD operator and CPO / CSO4) The ASM shall send session availability to eMSP5) The eMSP's UI displays the proposal to the user6) The user shall confirm selection to the eMSP7) The eMSP shall send a service booking request to the ASM8) The ASM shall confirm the booking to the eMSPAlternativeExceptionsBackend communication is broken;Offered service does not fit to the needs / premises of the EV, e,g, wrong inlet type;No charging station or aEVSE available;,

[0280] 아래의 표 6은, 본 개시의 도 6 내지 도 9에 도시된 시퀀스와 관련된 유즈 케이스 중 "Entering Service Site"에 관련된 정보를 나타낼 수 있다.

[0281] CharacteristicsValue / DescriptionActor / RoleEV, ASM, ACD operator, PKI operatorGeneralEV arrival confirmation and exchange of key information for BLE / UWB using backend communicationPreconditionsThe ASM knows:Reservation detailsThe ACD operator knows of the EV:Vehicle inlet positionThe eMSP and user have a confirmation for a booked service sessionPost conditionsAutomatic EVSE is booked for the EV.The EV knows the location and identification of the booked automatic EVSEThe automatic EVSE knows of the EV:Vehicle typeBooking detailsThe automatic EVSE has ACD charging access to the EVBasic scenarioWhen arriving at the service site, the EV shall send arrival information to the ASMThe ASM selects the next available automatic EVSE for the ACD charging sessionWhen the automatic EVSE is available, the ASM shall send location and identification of the automatic EVSE to the EVThe EV shall drive to the available automatic EVSEThe ASM shall send available session information to the ACD operatorThe ASM shall request the communication credentials for the ACD session on behalf of the automatic EVSE from the EV operatorThe EV operator shall send EV communication credentials to the ACD operatorThe ACD operator shall send EV communication credentials to the automatic EVSEThe ACD operator shall send confirmation of receiving credentials to ASMAlternativeExceptions.

[0282] Table 7 below may show information related to "Arriving at site" among the use cases related to the sequences illustrated in FIGS. 6 to 9 of the present disclosure.

[0283] CharacteristicsValue / DescriptionActor / RoleEV, ASM, ACD operator, PKI operatorGeneralThe EV arrives at the service site. Via backend communication the EV is exchanging information (e.g. digital keys) for setting up local wireless communication.Public aEVSE: Backend communication might already have provided information for local wireless communication (SSID of access point) during reservation, see use case 01 "choosing a charging station on the road".Otherwise, the vehicle will have to scan for available SSIDs and select an appropriate access point.General (cont'd)If the EV has a reservation:EV has a service session ID.AVDS: The orchestration system knows booking and vehicles detailsPublic EVSE: The ASM knows reservation details and e-mobility needs. The e-mobility needs might need to be updated.EV might have aEVSE details (e.g.position of the target parking bay on the site, EVSEID, SSID of access point, intended orientation of vehicle in parking bay) but this information might need to be updated.EV receives position of the target parking bay on the site, EVSEID, intended orientation of vehicle in parking bayThe digital secure key for opening of vehicle doors (including flap) can also be exchanged at the site.If no reservation was made:1) The ASM and the EV exchange compatibility information.2) The ASM assigns a compatible aEVSE to the EV.PreconditionsThe ASM knows: Reservation details (service session ID, reserved time slot)The ACD operator knows of the EV:Vehicle inlet positionThe eMSP and user have a confirmation for a booked ACD charging session.If the EV has a reservation: The EV arrives within the reserved time slot (see use case 01).Post conditionsaEVSE is booked for the EV.The EV knows the location and identification of the booked aEVSE.The aEVSE knows of the EV:session ID (of communication session)optionally, the e-mobility needs (if not, then they will be exchanged during the power transfer session)AVDS: Vehicle is guided to the selected aEVSE.Basic procedureWhen arriving at the service site, the EV sends arrival information to the ASMThe ASM checks available aEVSEs for the ACD charging sessionThe ASM sends location and identification of the aEVSEs to the EVThe EV drives to one of the available aEVSEThe ASM sends available session information to the ACD operatorThe ASM requests the communication credentials for the ACD charging session on behalf of the automatic EVSE from the EV operatorThe EV operator shall send EV communication credentials to the ACD operatorThe ACD operator shall send EV communication credentials to the automatic EVSEThe ACD operator shall send confirmation of receiving credentials to ASM.AlternativeFor AVDS the scenario is part of the basic flow as described in ISO 12768.In this case the service site corresponds to an operation zone as defined in ISO 12768.ExceptionsCommunication with ASM fails.Communication with local access point of service site fails.ASM cannot verify service session ID or unknown service session ID.AVDS: EV arrives before or after reserved time slot.AVDS: The EV does not provide the secure key to the aEVSE.If a reservation was made: The EV arrives before or after the reserved time slot.E-mobility needs cannot be met.

[0284] Table 8 below may show information related to "Approaching aEVSE" among the use cases related to the sequences illustrated in FIGS. 6 to 9 of the present disclosure.

[0285] CharacteristicsValue / DescriptionActor / RoleEV, automatic EVSE, orchestration system (with its subsystems), user (in case of AVP the vehicle can take the role of the user)GeneralSetup docking and undocking communication between the vehicle and the aEVSE. Exchange docking / undocking setup and control parameters.PreconditionsInformation needed to setup a secure communication between aEVSE and EV is already known by the EV and the aEVSE.Post conditionsDocking and undocking communication is establishedBasic procedureThe EV moves into the range of the docking / undocking communication system. The vehicle is starting docking / undocking communication with the automatic EV supply equipment.Alternative to prebooked ACD charging session:Available automatic EV supply equipment may be indicated to the user by the orchestration system or its subsystems.The user selects an available automatic EVSE.The choice is made available to the automatic EVSE and the orchestration system.If no vehicle positioning / guidance is used (see Use case 4) the vehicle could make this decision by directly driving to the automatic EVSE.The EV initiates the exchange of compatibility information for the ACD with the automatic EVSE.Having checked system compatibility, the result is indicated to the user.------------------------------------------------------------------------------------------------The EV informs the automatic EVSE of its intended parking position via BLEthe EV informs the ACD it can start preparations for its arrival, and provide available information to facilitate those preparations via local communicationThe automatic EVSE may prepare for docking while staying out of the clearance space, for example by moving from a stowed position towards the intended mating space.

[0286] 아래의 표 9는, 본 개시의 도 6 내지 도 9에 도시된 시퀀스와 관련된 유즈 케이스 중 "Reservation via mobile communication (Backend)"에 관련된 정보를 나타낼 수 있다.

[0287] CharacteristicsValue / DescriptionActor / RoleASM, eMSP, User, ACD operator, CSO, aEVSEGeneralWhile driving on the road the user checks for the next charging possibilities.Driver using public aEVSE (pairing by reservation): Via backend communication the user is figuring out possible service sites offering an automatic charging service and makes reservation of an ACD charging session with an aEVSE, which is interoperable with the vehicle and meets the e-mobility needs of the user. After selection of a service site by the user, the vehicle receives reservation details. [Check if this use case applies to the vehicle communicating with backend or also to mobile phone / app communicating with backend or both.]AVDS: Navigation system contains info about suitable charging sites (this data is provided to the navigation system by a national data aggregator) and whom to contact (service provider). Vehicle communicates with service provider through its backend. Compatibility is checked.The vehicle selects a reservation slot and drives to the relevant waypoint.PreconditionsThe eMSP has connection to the ASM or CSO.The aEVSE has connection to the ASM or CSOThe vehicle has a communication connection to the ASM backend or the CSO backend, either directly or through the OEM backend.Note: The vehicle can use a data portal or data aggregator to find an appropriate ASM backend or CSO backend.AVDS: Vehicle has navigation system and communication link with backend.Post conditionsThe ASM or CSO knows: Reservation details (EV identifier, reserved time-slot, and e-mobility needs)The ACD operator knows of the EV:Vehicle inlet positionThe eMSP and user / vehicle have a reservation confirmationAVDS: Vehicle has reserved a reservation slot and drives to the relevant waypoint.Basic procedureThe user requests service proposals from the eMSPThe eMSP sends an ACD charging service information request to the ASM containing the necessary information for the service sessionThe ASM assesses availability of compatible automatic EVSE with ACD operator and CPO.The ASM returns session availability to eMSP.The eMSP's UI displays the proposal to the user.The user confirms selection to the eMSPThe eMSP sends a service booking request to the ASMThe ASM confirms the booking to the eMSPThe user / vehicle receives the reservation confirmationAVDS:EV selects target site using navigation systemEV communicates with backendEV has reservation slot and waypoint info.EV drives to waypoint.AlternativeFor AVDS the scenario is part of the basic flow as described in ISO 12768. In this case the service site corresponds to an operation zone as defined in ISO 12768.Driver using public aEVSE (pairing by reservation):The vehicle might not only have received the basic reservation confirmation but also additional information like position of the target parking bay on the site, EVSEID, SSID of access point, intended orientation of vehicle in parking bay. This additional information can also be provided later, see use case "entering service site".However, exchange of digital secure key for opening of vehicle doors (including flap) will only be exchanged at the site, for security reasons.ExceptionsBackend communication is broken;Offered service does not fit to the needs / premises of the EV, e,g, wrong inlet type;No charging station available;Vehicle does not drive to target site. Driver does not cancel reservation.

[0288] 아래의 표 10은, 본 개시의 도 6 내지 도 9에 도시된 시퀀스와 관련된 유즈 케이스 중 "Start Communication with ASM"에 관련된 정보를 나타낼 수 있다.

[0289] CharacteristicsValue / DescriptionActor / RoleUser, EV, aEVSE, ASMGeneralThis Use Case describes: starting communication with ASM,PreconditionsEV is in the range of the ASM communication.Post conditionsEV and Infrastructure have information to establish communication between EVCC and SECC.Basic procedureEV discovers connect information about an access point (eg beacon)EV establishes communication with the ASM.AlternativeAVDSExceptions

[0290] Table 11 below may show information related to "Check Availability of aEVSE" among the use cases related to the sequences illustrated in FIGS. 6 to 9 of the present disclosure.

[0291] CharacteristicsValue / DescriptionActor / RoleUser, EV, aEVSE, ASMGeneralThis Use Case describes: check availability of aEVSE,PreconditionsASM Communication is up and running.Post conditionsEV has knowledge about availability of aEVSE(s)Basic procedureThe EV requests a list of available aEVSEs, which match the premises of the EV and the user.The ASM provides a list with one or more aEVSEs from which the EV can make a choice.Note: In the case, where the EV is already parked in front of a EVSE the list would only have one entry.AlternativeAVDSExceptionsAvailability of a chosen aEVSE no longer given, because of a parallel running reservation by another EV.

[0292] 아래의 표 12는, 본 개시의 도 6 내지 도 9에 도시된 시퀀스와 관련된 유즈 케이스 중 "EV / aEVSE assignment"에 관련된 정보를 나타낼 수 있다.

[0293] CharacteristicsValue / DescriptionActor / RoleUser, EV, aEVSE, ASMGeneralThis Use Case describes: EV / aEVSE assignmentPreconditionsEV has knowledge of availability for matching aEVSEPost conditionsAssignment of aEVSE and EV is confirmed.aEVSE is blocked for other vehicles.EV and Infrastructure have information to establish communication between EVCC and SECCBasic procedureThe EV picks an aEVSE from the list and requests identification information for the aEVSE.Note: In the case, where the EV is already parked in front of a EVSE the list would only have one entry.The ASM assigns the (picked) aEVSE to the EVThe EV requests assignment of an aEVSE, which matches the premises of the EV and the user.The ASM assigns a matching aEVSE to the EVThe EV receives identifier information for the assigned aEVSEThe aEVSE gets the identifier information of the EV which intends to use the aEVSE.The EV indicates the intended usage of the aEVSE via communication.AlternativeAVDSExceptionsAvailability of a chosen aEVSE no longer given, because of a parallel running reservation by another EV.AlternativesAs with Car2phone:EV advertises every 100m (always on, while vehicle is parked), otherwise determine trigger conditions as for advertising.Remote Park Scenario:Customer approaches parking bay. Parking bay is detected by EV (using radar / ultrasonic sensors and camera)Customer selects the desired parking bay using HMI.[Customer selects remote parking functionBLE is activated to set up connection with smart phone.Customer can leave vehicle and use smart phone to command vehicle (park vehicle).]Customer selects automatic charging function.AlternativesOptions1) Parking bay identifier is detected and read by the EV via camera.Encryptions: Vehicle requests station credentials via backend.BLE is activated and connects with aEVSE2) aEVSE can be uniquely identified due to proximity to aEVSE.Customer leaves vehicle and identifies using RFID card.RFID card is linked to user and user is logged into vehicle. This means that a relationship exists between RFID card and EVID.aEVSE requests encryption data from vehicle backend.Communication setup.Double garage:Vehicle has credentials for both (private) charging stations.Option A:Triangulation using BLE / UWB with both stations. This makes it possible to determine the distance to both stations. Correct station is identified based on distance.Option B:Vehicle knows which aEVSE belongs to which parking bay. The vehicle knows where it is parking and will automatically select the appropriate aEVSE.The aEVSE can start preparations to perform docking, based on information and instructions gotten from the EV, if applicable.AlternativeOn the fly scenario:<< give procedure here >>AlternativeAvailability of an automatic EVSE can be indicated by signage (e.g. green / red light) or via the docking / undocking communication to the vehicle.Depending on the implementation the selection of an automatic EVSE by the vehicle or user is made before or after the exchange of the compatibility information.ExceptionsDocking and undocking communication is not establishedAVDS: EV arrives before or after reserved time slot.

[0294] Table 13 below may show information related to "Guidance to aEVSE" among the use cases related to the sequences illustrated in FIGS. 6 to 9 of the present disclosure.

[0295] CharacteristicsValue / DescriptionActor / RoleEV, automatic EVSEGeneralA positioning system supports the user (customer or autonomous driving system) to guide the vehicle to the position, so that the EV can be served by the automatic EVSE.PreconditionsDocking and undocking communication is establishedThe EV is assigned to an automatic EVSE (by EV, booking backend, or AVP orchestration system) -> see UC ReservationEVCC and SECC are able to exchange information for the positioning processPost conditionsThe EV parked at the automatic EVSE with its inlet in the intended mating space.The EV has disabled its drive trainBasic scenarioThe EV is maneuvered into the parking bay by the user (customer or autonomous driving system). The final position which is to be headed for may be indicated to the user. The user is getting a signal when the vehicle has reached the target position with sufficient accuracy (see IEC 61851-26 / -27, ISO 12768)).After having reached the final position the EV disables its drive train.AlternativeVehicle positioning is controlled by AVPSAlternativeExceptionsPositioning process failedAppropriate position cannot be reachedCommunication failure.

[0296] FIG. 8 is a conceptual diagram illustrating a pairing operation or a pairing confirmation operation of electric mobility according to one embodiment of the present disclosure.

[0297] Referring to FIG. 8, a communication method for rechargeable electric mobility according to one embodiment of the present disclosure may include: receiving or obtaining first pairing information of the aEVSE via a first channel from an automated EV Supply Equipment (aEVSE); receiving second pairing related information of the aEVSE via a second channel from the aEVSE; and verifying pairing between the mobility and the aEVSE based on the relationship between the first pairing information and the second pairing related information.

[0298] In a communication method for rechargeable electric mobility according to one embodiment of the present disclosure, the first channel may include at least one of an RFID communication channel, an NFC channel, or a visual channel, and the second channel may include a wireless communication channel.

[0299] At this time, the first channel may refer to the pairing channel illustrated in FIG. 8, but is not limited thereto.

[0300] The first channel or pairing channel may include a proximate communication medium such as RFID, NFC, or UWB.

[0301] The first channel or pairing channel may include a visual channel such as QR code recognition.

[0302] Electric mobility or aEVSE can receive or obtain pairing information from the other party via the first channel or the pairing channel.

[0303] When the first channel or the pairing channel uses a communication medium, pairing information can be exchanged by exchanging messages containing pairing information.

[0304] If the first channel or the pairing channel uses a visual channel, the electric mobility or aEVSE can obtain the other party's pairing information using the respective visual channel.

[0305] In cases where the first channel or pairing channel utilizes a visual channel, visual information from a camera, CCTV, or other imaging means installed at a charging site or service site may be used to assist the mobility and aEVSE / ACD in obtaining each other's, or one party's, pairing information. Additionally, visual information from imaging means possessed by the mobility or the user may be additionally utilized.

[0306] This process can be achieved by using vision information obtained from short-range communication networks such as RFID, BLE, irDA, RFID, optical means, or imaging devices.

[0307] The pairing information of the mobility or aEVSE may include a pairing ID.

[0308] The pairing information of Mobility or aEVSE may include a pairing ID and a key for authenticating the pairing ID. Mobility and / or aEVSE may generate their respective key pairs and transmit a key from one of the key pairs (e.g., a public key) to the other party along with the pairing ID.

[0309] The pairing ID may include a temporary or non-temporary ID. The pairing ID may be the same as the permanent ID used to identify the mobility or aEVSE, but may also be an ID provided temporarily to support pairing or a specific electric charging session.

[0310] Mobility or aEVSE may verify the counterparty's pairing information received from or acquired from the counterparty. This verification may include one or more of the following: a process of determining whether the counterparty's pairing information violates a predetermined rule; a process of determining whether it matches the counterparty's information acquired in advance through a procedure such as a reservation; or a process of determining the relevance with the counterparty's information acquired in advance.

[0311] The reception / acquisition of pairing information via the first channel or pairing channel is primarily performed at the physical layer, but is not limited thereto.

[0312] The second channel may refer to the communication channel illustrated in FIG. 8, but is not limited thereto.

[0313] The second channel or communication channel may include a communication medium.

[0314] Electric mobility or aEVSE can receive pairing information and / or pairing proof from the other party via a second channel or a communication channel.

[0315] Electric mobility or aEVSE can receive the other party's pairing information and / or pairing proof by exchanging at least one message including the other party's pairing information and / or pairing proof via a second channel or a communication channel.

[0316] The process of an electric mobility or aEVSE exchanging pairing information and / or pairing proof with a counterpart via a second channel or a communication channel can be performed using a data link layer, an application layer, or any layer in between.

[0317] For example, if the process of an electric mobility or aEVSE exchanging pairing information and / or pairing proof with a counterpart via a second channel or a communication channel is performed at the data link layer, the pairing information and / or pairing proof may be included in the aforementioned VSE (Vendor Specific Elements) field. The electric mobility and aEVSE can exchange pairing information and / or pairing proof with a counterpart by exchanging a message containing the VSE field.

[0318] Mobility or aEVSE may verify the counterparty's pairing information and / or pairing proof received or acquired from the counterparty. The verification may include a process of determining whether the counterparty's pairing information and / or pairing proof violates a predetermined rule, a process of determining whether it matches the counterparty's information acquired in advance through the aforementioned process, or a process of determining the relevance with the counterparty's information acquired in advance.

[0319] The step of verifying the pairing between the mobility and the aEVSE may include a step of identifying whether the second pairing information extracted based on the second pairing-related information is identical to the first pairing information.

[0320] That is, mobility and aEVSE can verify whether pairing information exchanged with the other party via the second channel or communication channel matches pairing information received or obtained from the other party via the first channel or pairing channel.

[0321] In a communication method for rechargeable electric mobility according to one embodiment of the present disclosure, the second pairing-related information may include a pairing proof comprising encrypted pairing identification information of the aEVSE. In this case, the step of verifying the pairing between the mobility and the aEVSE may include a step of identifying whether the second pairing information extracted based on the decryption of the pairing proof within the second pairing-related information is identical to the first pairing information.

[0322] In this case, in one embodiment of the present disclosure, assuming that the pairing information of a counterpart received or acquired via a first channel or a pairing channel is the first pairing information, the pairing information of a counterpart and / or pairing proof received from a counterpart via a second channel or a communication channel may be referred to as the second pairing-related information.

[0323] At this time, it is possible to verify that the counterpart of the first channel / pairing channel and the counterpart of the second channel / communication channel are the same counterpart by using a process such as verifying whether the second pairing-related information is generated based on the first pairing information, or verifying whether the second pairing information extracted from the second pairing-related information matches the first pairing information.

[0324] A pairing proof may be the encryption of pairing information and a random string. Pairing-related information may include pairing information, a key pair, and a pairing proof.

[0325] Verification of pairing-related information can be performed, for example, by determining whether the encryption result of the pairing information matches the pairing proof, or whether the decryption result of the pairing proof matches the pairing information.

[0326] A communication method for a rechargeable electric mobility according to one embodiment of the present disclosure may further include a pairing while parking step prior to the step of receiving or acquiring the first pairing information. In this case, during the pairing while parking step, pairing between the mobility and the aEVSE may be performed using localization that acquires location information of the mobility until the mobility is parked in the aEVSE.

[0327] A communication method for a rechargeable electric mobility according to one embodiment of the present disclosure may further include the step of receiving identification information of the aEVSE and the location of the aEVSE prior to the localization. In the step of performing pairing between the mobility and the aEVSE using the localization, the pairing between the mobility and the aEVSE may be performed based on the relationship between the location of the mobility according to the movement of the mobility and the location of the aEVSE corresponding to the identification information of the aEVSE.

[0328] In the Pairing while Parking procedure, pairing can be replaced by a process in which the mobility approaches the aEVSE and gets close to a target location (e.g., a location where mating with the target aEVSE's ACD is possible).

[0329] To this end, the mobility may acquire identification information of the target aEVSE / ACD and the location of the aEVSE / ACD before initiating the Pairing while Parking procedure. The mobility may acquire its location by a localization method provided within a charging site or service site (e.g., by an ASM or orchestration system). As the mobility moves toward a target location capable of mating with the target aEVSE / ACD, the mobility's current location approaches the target location, and when the mobility's current location enters within a predetermined threshold error range relative to the target location, pairing between the mobility and the aEVSE / ACD may be deemed to have been established based on the mobility's arrival or approach to the target location.

[0330] During the Pairing while Parking phase, the exchange of pairing information between the mobility and the aEVSE / ACD is not strictly necessary.

[0331] In one embodiment of the present disclosure, it may be assumed that the mobility already knows the identification information and location of the target aEVSE / ACD prior to the Pairing while Parking stage. Pairing may be performed by the mobility approaching the target aEVSE / ACD according to the ranging, localization, and / or positioning with respect to the target aEVSE / ACD for which it knows the identification information and location.

[0332] In one embodiment of the present disclosure, for the pairing determination, an accessibility determination regarding whether the current location of the mobility is approaching the target aEVSE / ACD may be included.

[0333] At this time, ranging, localization, and / or positioning to obtain the current location of the mobility may be performed for pairing or may be performed as an independent process. In one embodiment of the present disclosure, the result of ranging, localization, and / or positioning performed as an independent process may be used by the mobility for Pairing while Parking.

[0334] As mentioned above, the exchange of pairing information between the mobility and the aEVSE / ACD during the Pairing while Parking phase is not strictly necessary. In an alternative embodiment, pairing information related to the identification information of the aEVSE / ACD exchanged during the reservation, assignment, or selection process of the aEVSE may be transmitted and received between the mobility and the aEVSE / ACD periodically during the Pairing while Parking phase or under specific conditions based on changes in location / distance.

[0335] During the Pairing while Parking phase, the process of the mobility approaching the target aEVSE / ACD may include a positioning or driving process. Control for the movement of this mobility may be performed under the management / control of the AVDS / AVPS or ASM, or through mutual cooperation between the AVDS / AVPS and the ASM.

[0336] During the Pairing while Parking stage, it can determine whether the distance between the mobility and a target aEVSE / ACD, whose identification information and location are known in advance, is decreasing. Alternatively, it can determine whether the mobility is approaching the location of the target aEVSE / ACD by using the mobility's location information, relative location information with the counterpart aEVSE / ACD, or relative location information of the mobility within the service site / area.

[0337] If the distance to the target aEVSE / ACD does not decrease or the position to the other aEVSE / ACD does not get closer, it is determined that pairing while parking and / or mobility positioning is unsuccessful, and another aEVSE / ACD is searched for to exchange pairing IDs, and pairing while parking can be performed again.

[0338] This process can be performed again by referring to the discovery process of aEVSE / ACD described later.

[0339] At this time, Mobili and aEVSE / ACD may exchange messages containing identification information and distance / location-related information with each other, or request distance / location-related information from each other while exchanging messages containing pairing IDs, or request distance / location-related information from AVDS / AVPS or ASM, etc. The acquisition and transmission / reception of distance / location-related information may be performed by referring to use cases such as localization, positioning, and ranging, or by utilizing these use cases.

[0340] The step of performing pairing between the mobility and the aEVSE using the localization described above may include: receiving beacon signals received from a plurality of anchors within a service site or service area associated with the aEVSE; and determining the location of the mobility according to the movement of the mobility based on the beacon signals received from the plurality of anchors.

[0341] In one embodiment of the present disclosure, a mobility device that has entered a charging site or a service site can passively receive beacon signals from a plurality of UWB Anchors installed at the charging site or the service site and perform localization.

[0342] A mobility device that has entered a charging site or service site can receive information about aEVSE / ACDs installed at the charging site or service site at the time of entry by receiving a message including a VSE field. In one embodiment, a mobility device that has entered the charging site or service site can collectively receive at least one message containing information (including identification information and location) about aEVSE / ACDs installed at the charging site or service site within the VSE field.

[0343] At this time, the IDs (identification information, which may differ from the pairing ID), IP addresses (for communication connection), and locations (actual location, meaning physical location) of the aEVSE / ACD side APs can be transmitted to the vehicle. As a pre-condition for the Pairing while Parking phase, it can be assumed that the mobility system knows the identification information, IP addresses, and locations of the aEVSE / ACD side APs.

[0344] Mobility can determine the distance between the mobility and the target aEVSE / ACD and the relative position of the mobility with respect to the target aEVSE / ACD using TDOA (Time Difference of Arrival) localization. For example, beacon signals received from four or more UWB anchors can be used. Active and passive methods can be considered for receiving beacon signals for this localization, and the passive method may be adopted to avoid signal traffic congestion.

[0345] As an alternative embodiment, the mobility may notify the target aEVSE / ACD that it has selected the pairing while parking use case. In this case, to support pairing while parking, the target aEVSE / ACD may periodically broadcast a beacon message containing the identification information and / or location of the target aEVSE / ACD until the mobility parks at the target aEVSE / ACD or until the mobility notifies that it has parked at the target aEVSE / ACD.

[0346] As an alternative embodiment, when the mobility itself selects the pairing while parking use case, the mobility may transmit at least once to the IP address of aEVSE / ACD containing its location based on predetermined conditions while executing the pairing while parking procedure.

[0347] As an alternative embodiment, messages transmitted by the mobility to the target aEVSE / ACD while moving according to the pairing while parking procedure and messages transmitted by the target aEVSE / ACD to the EV via broadcast or EV may be exchanged.

[0348] In a communication method for a rechargeable electric mobility according to one embodiment of the present disclosure, the mobility may be in a state of being parked in the aEVSE prior to the step of receiving or acquiring the first pairing information. At this time, the communication method for a rechargeable electric mobility according to one embodiment of the present disclosure may further include the step of transmitting a request message to the aEVSE to establish the second channel prior to the step of receiving the second pairing-related information.

[0349] A communication method of an automated EV supply equipment (aEVSE) according to another embodiment of the present disclosure may include: receiving or obtaining first pairing information of a rechargeable electric mobility via a first channel from said mobility; receiving second pairing related information of said mobility via a second channel from said mobility; and verifying pairing between said mobility and said aEVSE based on the relationship between said pairing information and said second pairing related information.

[0350] In a communication method of an automated electric vehicle power supply (aEVSE) according to one embodiment of the present disclosure, the mobility may be in a state of being parked in the aEVSE prior to the step of receiving or acquiring the first pairing information. In this case, the communication method of an automated electric vehicle power supply (aEVSE) according to one embodiment of the present disclosure may further include the step of receiving a request message for establishing the second channel from the mobility prior to the step of receiving the second pairing-related information; and the step of transmitting a response message for establishing the second channel to the mobility in response to the request message.

[0351] The step of verifying the pairing between the mobility and the aEVSE may include a step of identifying whether the second pairing information extracted based on the second pairing-related information is identical to the first pairing information.

[0352] In a communication method for an automated electric vehicle power supply (aEVSE) according to one embodiment of the present disclosure, the second pairing-related information may include a pairing proof comprising encrypted pairing identification information of the aEVSE. In this case, the step of verifying the pairing between the mobility and the aEVSE may include a step of identifying whether the second pairing information extracted based on the decryption of the pairing proof within the second pairing-related information is identical to the first pairing information.

[0353] In a communication method of an automated electric vehicle power supply (aEVSE) according to one embodiment of the present disclosure, the first channel may include at least one of an RFID communication channel, an NFC channel, or a visual channel, and the second channel may include a wireless communication channel.

[0354] Referring to FIGS. 7 and FIGS. 8 together, a specific aEVSE for electric mobility can be assigned by a reservation or predetermined EV / aEVSE assignment process.

[0355] Reservations or assignments can only resolve authentication / authorization / identification issues between electric mobility and the reservation / assignment system, but cannot guarantee pairing between electric mobility and aEVSE. Likewise, reservations or assignments cannot guarantee proper pairing between aEVSE and the reservation / assignment system.

[0356] Pairing must resolve the issue of whether a communication connection has been established between the electric mobility and the aEVSE (communication connection issue) and whether the electric mobility has been parked in the correct location (in front of the correct aEVSE) (positioning issue).

[0357] First, to address the positioning problem where an electric mobility vehicle parks in front of a wrong aEVSE rather than a pre-reserved / assigned / identified / communication-connected target aEVSE, the present disclosure proposes a Pairing while Parking use case.

[0358] The Pairing while Parking procedure can primarily be performed by the operation of the electric mobility. The electric mobility moves toward the known location of the aEVSE, acquires its own position based on localization, and verifies whether its position is approaching the target location. As the distance and relative position to the target to be approached narrow, the pairing as a positioning problem can be interpreted as being resolved.

[0359] In the Pairing while Parking procedure, the electric mobility can utilize localization provided within the charging site or service site as a passive operation that does not generate signals itself. In this case, the electric mobility may not transmit or broadcast separate messages or signals for Pairing while Parking.

[0360] In the Pairing while Parking procedure, the electric mobility can monitor that it is approaching the target aEVSE on its own, but the aEVSE may not be able to perceive or identify whether the correct electric mobility is approaching or whether the correct electric mobility has parked at the aEVSE location.

[0361] The Pairing while Parking procedure can be one solution to resolve pairing as a positioning problem, but additional solutions may be required to resolve the pairing problem.

[0362] Although the electric mobility is parked in front of the target aEVSE, it may be required to be connected to the aEVSE using a high-level communication medium to perform the procedures illustrated in FIGS. 6 to 8.

[0363] At this time, in order to solve the communication connection problem where an electric mobility device communicates with a wrong aEVSE instead of a parked aEVSE, the present disclosure proposes a Pairing Confirmation use case.

[0364] The pairing confirmation procedure can be a solution to the second problem of pairing, the communication connection issue.

[0365] After the Pairing while Parking procedure, the pairing issue can be resolved through Pairing Confirmation between the electric mobility parked in front of the aEVSE and the aEVSE.

[0366] As previously mentioned, the first channel or pairing channel may utilize proximate communication media such as NFC or RFID, or visual channels such as QR code recognition. The exchange of first pairing information via the first channel or pairing channel can ensure that the aEVSE and the electric mobility are in a very close proximity.

[0367] A pairing confirmation procedure can be performed by verifying whether there is a match between the second pairing-related information exchanged via the second channel or communication channel and the first pairing information.

[0368] Pairing while Parking and pairing after Parking are generally not necessarily exclusive, but in one embodiment of the present disclosure, either one may be selected.

[0369] In one embodiment of the present disclosure, Pairing Confirmation after Pairing while Parking may be recommended, but Pairing Confirmation is not necessarily required to follow.

[0370] In one embodiment of the present disclosure, independent pairing confirmation after parking may be recommended, but pairing confirmation is not necessarily required to follow.

[0371] In an alternative embodiment of the present disclosure, Pairing after Parking may include Pairing Confirmation.

[0372] FIG. 9 is a conceptual diagram illustrating a procedure for charging communication and localization technology using wireless LAN (WLAN) and UWB communication that supports pairing operation, according to one embodiment of the present disclosure.

[0373] Referring to FIG. 9, a charging communication method between an aEVSE / ACD and an electric mobility using a docking-undocking means utilizing robotics is disclosed. A charging communication method is disclosed that supports the process of an electric mobility entering a charging station, charging site, or service site to prepare for charging, and starting and ending charging according to the procedure of FIG. 9.

[0374] According to one embodiment of the present disclosure, position confirmation of mobility can be performed using a separate secure TDOA method.

[0375] Pairing confirmation between the mobility device and the ACD charger can be performed using a pairing ID.

[0376] Discovery & Configuration

[0377] According to one embodiment of the present disclosure, the process of an electric mobility and a power supply device or electric vehicle supply equipment (EVSE) discovering each other's presence and sharing configuration information can be performed using a first communication technology such as WLAN. An improved charging communication method and device can be provided in which an electric vehicle acquires location information and / or positioning information using a second communication technology specialized for short-range communication, and after the electric vehicle is positioned at a charging location, performs charging preparation and charging processes again using the first communication technology having various functions. The location information and / or positioning information of the electric mobility may refer to the location of the electric mobility within a charging site, the relative location of the electric mobility with respect to an EVSE / ACD charger, and / or the relative location of the electric mobility's inlet with respect to an EVSE / ACD charger.

[0378] Level 2 communication technology, such as WLAN, can be used for transmitting and receiving configuration information for charging electric mobility. In this case, the process of transmitting and receiving configuration information using Level 2 communication technology can refer to known standards such as ISO 15118-8, as illustrated in Fig. 6.

[0379] For charging electric mobility, the process of the electric mobility discovering and determining an ACD charger within a charging site or service site can be performed using Level 2 communication technology, such as wireless LAN, by referring to known standards such as ISO 15118-8. When the electric mobility determines an ACD charger among multiple aEVSEs, it may select the closest ACD charger. Additionally, when determining the ACD charger, factors such as whether the aEVSE possesses an ACD function and whether the ACD function of the electric mobility side and the ACD function of the ACD charger side are mutually compatible may be considered.

[0380] In an alternative embodiment of the present disclosure, the process of an aEVSE / ACD charger and an electric mobility discovering each other and determining the ACD charger within a charging site or service site can be performed by the cooperation of both the electric mobility and the aEVSE / ACD charger.

[0381] According to one embodiment of the present disclosure, mobility can discover nearby ACD sites using information such as provider name and supporting charging types.

[0382] If the mobility supports ACD charging, the mobility can receive configuration information from nearby ACD sites.

[0383] According to one embodiment of the present disclosure, WLAN APs associated with an aEVSE / ACD charger broadcast discovery information and configuration information, and a mobility device can discover nearby ACD sites by receiving the discovery information and configuration information.

[0384] The AP on the aEVSE / ACD charger side broadcasts beacon messages, and the beacon messages may include a VSE field. The VSE field may include discovery information and configuration information. In this case, the message, VSE, and related information may refer to the IEEE 802.11 and ISO 15118-8 standards. However, some parts of the ISO 15118-8 standard may be added or extended for an embodiment of the present disclosure.

[0385] Discovery information can refer to the content defined in the ISO 15118-8 standard.

[0386] Configuration information may include information describing UWB anchors (e.g., channel, identifiers, etc.) and ACD chargers (e.g., identifier and mating space).

[0387] In one embodiment, the aEVSE / ACD charger may periodically or non-periodically broadcast its identifier, mating space, information for localization (information of anchors, etc.).

[0388] In an alternative embodiment, as the mobility enters a charging site or service site, it may broadcast a request message for discovery and configuration, and in response, the aEVSE / ACD chargers may provide feedback on the necessary information.

[0389] Localization and Positioning

[0390] In one embodiment of the present disclosure, a Level 1 communication technology such as UWB can be applied to one-way communication transmitted from anchors on the EVSE / ACD charger side to the mobility side. For example, localization of the mobility can be performed using the TDOA on the one-way communication of a Level 1 communication technology such as UWB.

[0391] According to one embodiment of the present disclosure, the process of positioning an ACD charger may refer to moving to a position and / or position sufficiently close to the inlet of a mobility so that the manipulator can access it. In this case, it may be required that the mobility be parked so that the inlet position is located within the mating space of the ACD.

[0392] According to an alternative embodiment of the present disclosure, in order to accommodate various types of ACD chargers, it may be required that the position of the power receiving device be located within the mating space of the ACD charger instead of the inlet of the mobility.

[0393] Positioning of the electric mobility can be performed to position the inlet of the electric mobility in the mating space of the nearest ACD charger. For the positioning of the electric mobility, localization results by Level 1 communication technology such as UWB can be used.

[0394] In FIG. 9, Level 1 communication technology such as UWB is illustrated as the main embodiment, but various embodiments of the visual channel utilized in the aforementioned pairing channel can also be used in the positioning process.

[0395] That is, various visual channels can support the positioning process, and fine positioning can be performed using Level 1 communication technology and visual channels.

[0396] Mobility can calculate its own position at least twice until positioning is successfully performed.

[0397] Mobility can calculate its own location using the Time Difference Of Arrival (TDOA) method. For example, the TDOA method may refer to the IEEE 802.15.4z standard. The location of the mobility can be calculated based on the charging site or service site coordinate system.

[0398] UWB anchors mounted on each aEVSE / ACD charger can periodically broadcast "blink" messages. In this case, the "blink" messages can be broadcast sequentially by each UWB anchor according to a predefined inter-anchor interval. The UWB anchors can be time-synchronized with each other.

[0399] Multiple mobility devices can enter a single charging station equipped with multiple ACD chargers. In this case, each mobility device can measure the time differences of blink messages, and the location of each mobility device can be estimated by solving the hyperbola equations derived from the measurement results.

[0400] The necessary parameters required for calculating the position of the mobility can be obtained from the aforementioned configuration information or configuration data.

[0401] In one embodiment, mobility can only receive messages. Therefore, multiple mobilitys can calculate their own locations without being confused by each other in a scalable manner.

[0402] Although an embodiment in which the mobility only receives messages has been illustrated, in an alternative embodiment of the present disclosure, the mobility may transmit a request message for localization, and the aEVSE / ACD chargers may respond to this, and parameters for localization may be fed back. In this case, each of the multiple mobilitys may calculate its own location without confusion with one another by using different time intervals / frequency bands / channels, etc.

[0403] Once the target aEVSE / ACD for the mobility to park is determined (selection by the mobility driver, reservation information, or determination by the mobility's autonomous driving system), the mobility can enter the positioning phase.

[0404] The localization and positioning phases can proceed together and can be performed sequentially or repeatedly until the mobility is parked at the target aEVSE / ACD location.

[0405] The mobility can position its own inlet within the mating space of the selected ACD. At this time, the target location within the mating space of the selected ACD charger (i.e., within the reachable range of the ACD manipulator) where the mobility's inlet reaches may be referred to as the "charging location" for the sake of convenience of explanation.

[0406] Mobility can maneuver based on the position calculated and estimated in localization. Mobility can perform positioning repeatedly or continuously until reaching the charging location, and positioning can be performed by manual operation of the driver or by autonomous driving.

[0407] Mobility can perform localization continuously or repeatedly based on site map information obtained in the aforementioned discovery and configuration steps, and can be positioned continuously or repeatedly based on the localization results. In this case, the site map information may be included within the configuration information.

[0408] While the mobility is moving within a charging site or service site, the mobility's driver or autonomous driving system can determine the aEVSE / ACD charger. To this end, the mobility can continuously monitor the distance to the nearest mating space. At this time, the distance between the mobility's inlet and the mating space can be monitored.

[0409] When the inlet of the electric mobility enters the mating space, the electric mobility may indicate to the driver or parking system to stop the mobility system and / or for the mobility to immobilize.

[0410] Connect and Pairing

[0411] According to one embodiment of the present disclosure, after the localization and positioning described above, a Level 2 communication technology such as a WLAN may be used to perform connect and pairing.

[0412] The mobility can transmit an association request message to the AP using a WLAN. The association request message may refer to the IEEE 802.11 standard. The association request message may include a VSE field containing pairing information. The pairing information may include the mobility's randomly-chosen pairing ID, the mobility's location, the ACD ID to be connected to, and the ACD mating space. In this case, the ACD ID and the ACD mating space may be obtained from the configuration information obtained in the aforementioned configuration step.

[0413] The mobility pairing ID can be randomly generated as a one-time use identity for the session.

[0414] The WLAN-AP can verify whether the pairing information received from the mobility is valid. If the verification result is valid, the WLAN-AP can accept the connection with the mobility.

[0415] Pairing while Parking

[0416] In the embodiment of FIG. 9, Pairing while Parking can be performed by repeating the processes of localization, positioning, connecting, and pairing.

[0417] In one embodiment, at regular time intervals, it can be determined whether the mobility resulting from localization and positioning is in close proximity to the target aEVSE / ACD within a defined range. Based on this determination result, the success of the pairing can be determined.

[0418] In one embodiment, it can be determined whether the mobility resulting from localization and positioning is approaching the target aEVSE / ACD by a certain standard. Based on this determination result, the success of the pairing can be determined.

[0419] In one embodiment, as a result of localization and positioning, it can be determined whether the location of the mobility follows a predetermined path approaching the target aEVSE / ACD. Based on this determination result, the success of the pairing can be determined.

[0420] Procedure after Session Setup

[0421] After connecting and pairing, charging communication (communication for charging) based on known standards such as ISO 15118-20 can be performed.

[0422] At this time, communication for charging can be performed mainly using Level 2 communication technology.

[0423] Communication for charging can be performed in cooperation with Level 2 communication technology and other channels (pairing channels, visual channels, Level 1 communication technology, robotics of ACD, etc.). In this case, the SECC or EVCC can control, manage, and verify the operation of other channels based on information exchanged primarily using Level 2 communication technology.

[0424] A WLAN communication channel can be established between the mobility and aEVSE by exchanging request / response messages containing VSE (Vendor Specific Elements) fields during connect and pairing and / or session setup.

[0425] Pairing Confirmation and Position Confirm

[0426] Pairing confirmation can be performed with reference to the embodiment of FIG. 8. In this case, pairing confirmation can be performed by using another pairing channel and a WLAN communication channel together. The other pairing channel may include a UWB channel, and may include another proximate communication channel or a visual channel, etc.

[0427] During WLAN association for connect and pairing and / or session setup, the pairing information of the mobility and aEVSE can be verified by comparing it with prior knowledge, either mutually or by either party.

[0428] Since VSE may not be integrity-protected information unless it is layer-2 security such as WPA2 / WPA3, an additional verification process via a secure communication channel may be required.

[0429] To ensure accurate positioning of mobility and prevent manipulation of blink messages, mobility can perform secure localization using a secure channel established by a TLS handshake.

[0430] In the Pairing request, the Mobility / EVCC can transmit pairing information (Mobility's PID (Pairing ID), and inlet location).

[0431] Based on the provided pairing information, aEVSE / SECC can verify whether the pairing was performed correctly.

[0432] In Pairing res, aEVSE / SECC can respond with the ACD ID and ACD mating space.

[0433] Mobility / EVCC can verify the ACD ID and ACD mating space by comparing with beacon information.

[0434] In the pairing request, the mobility / EVCC can transmit a random number for secure localization.

[0435] In Pairing res, aEVSE / SECC can transmit random numbers for secure localization.

[0436] Mobility / EVCC and aEVSE / SECC can calculate a secure localization seed based on two random numbers, an export key from a TLS session, EV-PID, and ACD-PID.

[0437] For given parameters m and n, mobility / EVCC and aEVSE / SECC can generate a bloom filter BF(m,n).

[0438] aEVSE / SECC sends Bloom filters for Mobility / EVCC to anchors, and anchors can add them to their authentication fields.

[0439] Mobility / EVCC can perform TDOA localization and verify the bloom filter field by checking whether the bloom filter field contains a seed while iterating through a loop of Pairing messages containing Pairing Reqs where the result field is set to "Ongoing".

[0440] If Mobility / EVCC sends a Pairing Req with the result field set to "Successful", aEVSE / SECC can respond with a Pairing Res with the response code set to "OK".

[0441] aEVSE / SECC can validate Pairing Req messages.

[0442] If the verification result confirms that the pairing information is correct, aEVSE / SECC can respond to Mobility / EVCC with a Pairing Res message via the secure channel. In this case, the response message may include the SECC's ACD ID, ACD mating space, and the BSSID of the AP associated with the SECC.

[0443] Mobility / EVCC can verify pairing information received from SECC.

[0444] Mobility and aEVSE / ACD chargers can verify the location of the mobility.

[0445] Accurate localization can be performed by excluding bogus anchors that may affect localization accuracy and allowing only authenticated anchors to participate. Secure location can be achieved by utilizing UWB blink messages broadcast from UWB anchors with authenticated codes via a WLAN secure channel and using the secure TDOA method.

[0446] EVCC and SECC can exchange fresh information over a secure channel. At this time, the new information can be exchanged so that mobility can securely derive a temporal fingerprint that can identify the anchors' blink messages.

[0447] The SECC can transmit a temporal group key to the EVCC. In this case, the temporal group key can be generated using a temporal message authentication code (MAC) so that the EVCC can check the authenticity of the blink.

[0448] Anchors connected to the SECC can transmit each blink message with a Bloom Filter Bit string and a message authentication code added.

[0449] Mobility or EVCC can only accept blink messages containing a Bloom Filter Bit string that matches the mobility and an accurate message authentication code.

[0450] The EVCC can send a Position Confirm Req message containing a randomly generated nonce.

[0451] SECC may respond with a Position Confirm Res message. In this case, the Position Confirm Res message may include a randomly generated nonce, group ID, channel number (#CH), blink interval, a list of anchor IDs and their coordinates, a group key, Bloom Filter length, Bloom Filter hash count, and the maximum number of Bloom Filter on-bits. The list of anchor IDs, anchor coordinates, etc., may be provided along with the transmission order in which the anchors send blink messages.

[0452] EVCC and SECC can calculate Bloom Filter bits and change values ​​for each blink. SECC can transmit Bloom Filter seeds for mobility to the group's anchors.

[0453] Each anchor can add a message authentication code to each blink and add Bloom Filter bits for mobility to each blink's Bloom Filter bits.

[0454] After receiving the first Position Confirm Res message from SECC, the mobility may begin measuring the TDOA of blinks that have the correct message authentication code. At this time, each blink may be required to have the correct message authentication code and bits assigned to the mobility. The bits assigned to each mobility may have any value from 1 to a preset maximum bit.

[0455] The EVCC can repeat the Position Confirm Req / Res loop until a sufficient number of consecutive valid blink messages are collected to estimate the location of the mobility.

[0456] EVCC can verify whether the mobility inlet is located within the mating space of the ACD charger based on the location of the mobility or inlet derived using secure TDOA. If the verification result is satisfactory, the next step, S274, can be performed. If the verification result indicates that the mobility inlet is not located within the mating space, the session can be stopped.

[0457] In an alternative embodiment of the present disclosure, in order to accommodate various charging types of mobility and EVSE / ACD chargers, it may be verified whether the location of the power receiving device instead of the mobility inlet is within the mating space.

[0458] Docking, etc.

[0459] Subsequently, during the docking phase, the cable is connected, and charging can begin.

[0460] Communication required for the subsequent charging process can be performed using WLAN. High-bandwidth reliable communication technology provided by WLAN can be provided in the charging communication process along with escalated security features.

[0461] Level 2 communication technologies, such as WLAN technology, can trigger other communication technologies. For example, communication technology with a robotics-based ACD can be triggered by Level 2 communication technology. Additionally, as the termination phase of WLAN-based communication is performed, UWB-based communication can also be disconnected (not shown).

[0462] Alternative embodiments of the present disclosure may be applied to conductive charging (including AC and / or DC, etc.) using a WLAN. Cases where the physical connection of the charging cable is performed without communication, for example, by a person, etc. may be considered.

[0463] Existing mechanisms such as CCS and CHAdeMO can utilize wired communication technology embedded in charging cables. Examples of such technology include Power Line Communication (PLC) in CCS and CAN or CANbus communication in CHAdeMO.

[0464] At this time, the encoded security information may include a checker code, and the checker code may include, for example, a Bloom Filter Bit string.

[0465] Localization Anchors

[0466] Information describing an anchor may include the anchor's channel or identifier, and information describing an ACD charger may include the ACD charger's identifier or mating space.

[0467] APs can be deployed to cover the charging site area with a minimum number. In this case, the locations of the APs may be placed independently of the locations of the ACDs. However, the locations of the APs may be adjusted so that each AP effectively covers the locations of the ACDs. In an alternative embodiment, the number of APs may be equal to or greater than the number of ACDs. In some cases, two or more APs may be associated with a single ACD.

[0468] For mobility or EVCC to connect to SECC, it is required to be connected to an AP corresponding to ACD.

[0469] UWB anchors can be deployed separately from ACD chargers. Anchors can be deployed to maximize localization performance. Each anchor can be assigned an ID ACD(i) and location information Loc_ACD(i). Here, i can refer to the index of an ACD or AP.

[0470] Multiple WLAN-APs (i) can broadcast configuration information using the WLAN. In this case, the WLAN-APs (i) may broadcast the configuration information according to a predetermined rule, or they may broadcast the configuration information as a response to a request message after a mobility request message has been broadcast.

[0471] A single blink message can include the following fields.

[0472] Group ID: 1-byte integer

[0473] Anchor ID: 1-byte integer

[0474] Round ID: 4-byte integer

[0475] Nonce: 2-byte bit string

[0476] Sig: Message signature (64 bytes)

[0477] Each of the broadcasted messages may include at least one vendor-specific element (VSE). The VSE may include at least one of the following contents, tailored to the sender and purpose of each message.

[0478] Table 14 shows an example of ACD and anchor information that may be included in a message.

[0479] ContentsValueLengthACD CountN1ACD ID <id>2Mating Space<x, y, z>, <x, y, z>24Reserved26x(N-1)Group Number <g>1Blink Channel <ch>1Blink Intervalt △ 4Anch CountM1Anch ID <id>2Anch Loc.<x, y, z> 12Reserved14x(M-1)

[0480] Referring to Table 14, ACD information may include the following items.

[0481] Number of ACDs (basic setting = "1")

[0482] List of (ACD-ID and mating space) / ACD bound to a specific AP

[0483] ACD ID is a 2-byte integer

[0484] Mating space is represented by the coordinates of two corners of a cuboid (24 bytes, assuming each coordinate is 4 bytes).

[0485] Anchor information within the range may include the following items.

[0486] Anchor Group ID

[0487] blink channel

[0488] blink interval (in microseconds)

[0489] Number of (reachable) anchors

[0490] List of anchor IDs and 3D coordinates of anchors / (x, y, z) of 4x3 bytes

[0491] These items can be included in the blink message and transmitted in the order shown in Table 14.

[0492] When the mobility enters an ACD charging site or service site, the mobility can scan WLAN channels to recognize a beacon message containing a specific VSE field as described above.

[0493] If multiple sites are found, the site with the higher RSSI can be selected or determined manually.

[0494] Mobility can collect anchor information and configure at least one UWB receiver.

[0495] A single UWB receiver may be sufficient for localization.

[0496] More than one UWB receiver can be used to identify the orientation of mobility.

[0497] Mobility can collect ACD information.

[0498] As an example of a method to save VSE space, when one AP and one anchor are dedicated to one ACD, the focus may be on the ACD information, and redundant information among the AP information and anchor information may be omitted or merged / separated into separate fields.

[0499] If layer-2 security (WPA2 / WPA3) is imposed in step S210, the anchor's public key may be included in the VSE, and a secure TDOA may be performed.

[0500] Mobility can receive blink messages from anchors having the same group number and round number. The group number and round number can be recognized in the aforementioned configuration step. These k messages m i For example, the set (m1, m2, ..., m k It can be expressed as ).

[0501] If one or more blinks are missing, the mobility can adjust the inter-anchor interval.

[0502] At this point, a method to compensate for estimation / measurement errors in the mobility localization results can be additionally considered.

[0503] The mating space can be represented as a bounding box defined by the x, y, and z coordinates of the starting corner and the x, y, and z coordinates of the ending corner. In this case, the starting corner and the ending corner can be located on opposite diagonals of the hexahedron.

[0504] Table 15 shows an example of items within the VSE field included in the association request message of the mobility or EVCC side configured by referring to the ISO 15118-8 standard after positioning.

[0505] ContentsValueLengthElements IDOxDD1Length <len>1Org ID <iec>5Type0x041ETT <ett>1EV-PID <ev-pid>4EV Coord(x, y, z)12Anch Group <g>1ACD ID <id>2Mating space <X S , Y S , Z S >, <X E , Y E , Z E >24Add info*

[0506] The VSE format in Table 15 may be an extended version of the VSE format that references the ISO 15118-8 standard. Since the association request message shown in Table 15 is a message transmitted from the ACD EV side, a new entity type 0x04 may be added to indicate that the transmitting entity is the ACD EV.

[0507] The EV-PID in Table 15 may be a randomly generated pseudonym that is consistently used for the session.

[0508] The EV Coord in Table 15 may refer to the estimated location of the mobility inlet.

[0509] The Anch Group in Table 15 may refer to an anchor group ID used for mobility localization.

[0510] The ACD-ID in Table 15 may refer to the identity of the ACD that recognizes the location of the mobility.

[0511] The Mating space in Table 15 may refer to the mating space of the ACD that the mobility recognizes as being located.

[0512] An AP that receives an association request message from a mobility can verify the pairing information provided within the VSE in the message. Specifically, the verification process may include the following items.

[0513] The AP can verify whether the ACD-ID is accurate based on the location of the mobility.

[0514] AP can verify whether the Mating space field corresponding to ACD-ID is accurate.

[0515] The AP can verify whether the mobility inlet is located within the volume of the mating space.

[0516] The AP can verify whether the EV-PID is unique for the site at the current time.

[0517] If the AP's verification is successful, the AP can accept the connection with the mobility. If the AP's verification fails, the AP can reject the connection with the mobility.

[0518] If the connection is successful, the mobility can continue the higher-layer connection by referring to the ISO 15118-20 standard.

[0519] For example, the mobility can execute the SDP protocol to determine the correct SECC based on the pairing information provided through the above process. After receiving connection information from the SECC, the mobility can form a TLS 1.3 handshake with the SECC and establish a secure channel with the SECC. Subsequently, the mobility can perform V2G charging communication.

[0520] As mentioned above, although the pairing information of the mobility is verified using infrastructure knowledge during WLAN association, if layer-2 security (WPA2 / WPA3) is not used, the VSE may still not be information protected by integrity. It may be required that this information be verified after a secure communication channel is established based on the identities of the mobility and the ACD charger.

[0521] EVCC and SECC can verify that an external attacker has not tampered with the information by exchanging pairing information again through a secure channel (pairing confirmation).

[0522] After receiving a Session Setup Res message from SECC, EVCC may send an ACD_Pairing Req message to SECC. At this time, the ACD_Pairing Req message may include the following information.

[0523] EV-PID, the Pairing ID of the EVCC

[0524] inlet location of mobility equipped with EVCC

[0525] Table 16 shows an example of the hierarchical structure of an ACD_Pairing Req message containing pairing information, configured similarly to the ISO 15118-20 standard.

[0526] Element NameElement NameElement NameType / DescriptionACD_PairingReq TypeHeaderv2gci_ct:V2G Request Type(extension)EVPIDEV_LocationCoord XACD_CoordinateXYZ_TypeCoord YCoord Z

[0527] The SECC that receives the ACD_Pairing Req message can verify the ACD_Pairing Req message using the ACD's mating space and AP association log.

[0528] If the pairing information provided by the mobility is accurate, the SECC may reply to the EVCC with an ACD_Pairing Res message. The ACD_Pairing Res message may include the following:

[0529] ACD ID

[0530] ACD mating space

[0531] Alternative ACD Info

[0532] Table 17 specifically shows the sub-message structure of the ACD_Mating_Space item in Table 16.

[0533] Element NameElement NameElement NameType / DescriptionACD_Mating SpaceCorner StartACD_Mating SpaceTypeCoord XACD_CoordinateXYZ_TypeCoord YCoord ZCorner EndACD_Mating SpaceTypeCoord

[0534] Mobility or EVCC can verify the pairing information received from SECC.

[0535] If pairing verification fails, an optional element transmitted from SECC can be proposed as Alternative ACD Info in Table 6.

[0536] If pairing verification fails and SECC knows information for the correct pairing of the mobility, SECC can provide the correct pairing information to the mobility as Alternative ACD Info.

[0537] In an alternative embodiment of the present disclosure, the ACD ID and ACD Mating Space items may be included and transmitted within the ACD_Pairing Req message. In an alternative embodiment, when a pairing request is made, information about the ACD side known to the EVCC may be included and transmitted within the request message.

[0538] The security of TDOA relies on the integrity and arrival times of blink messages. If an attacker attempts to manipulate localization results, they can cause confusion by mixing in bogus blink messages. Bogus blink messages may contain anchor information arbitrarily selected by the attacker or be generated based on unrealistic arrival times. These bogus blink messages can lead to inaccurate estimations of mobility locations.

[0539] In one embodiment of the present disclosure, the infrastructure may reject the connection if the pairing information is not valid.

[0540] In this case, if the pairing information is invalid, you can refer to the following example.

[0541] Unknown ACD ID or Mating Space

[0542] Mismatching ACD ID or Mating Space pair

[0543] Inlet outside the mating space

[0544] Conflict with other vehicles

[0545] In one embodiment of the present disclosure, the architecture of an infrastructure including an AP and an anchor can be implemented as follows.

[0546] Localization Anchors

[0547] (Choice 1) Single group of anchors

[0548] Works only small-mid size charging sites

[0549] E-mobility will only hear blinks from subset of anchors, but intervals can be calculated

[0550] (Choice 2) Multiple group of anchors

[0551] Works for larger charging sites

[0552] EV will only hear blinks from subset of anchors in one or more groups

[0553] EV can / should only utilize blinks from anchors in the same group (but at least 4 of such)

[0554] Access Points

[0555] (Choice 1) Single AP per ACD without Config-APs

[0556] All Full-APs announcing anchors & its own ACD

[0557] (Choice 2) Single AP per ACD with Config-APs

[0558] Combination of ACD-APs and Config-APs

[0559] (Choice 3) minimal number of APs serving ACDs more than APs

[0560] Only minimum # of APs that cover the whole site

[0561] Each AP announces subset of ACD / anchor info relevant to its transmission range

[0562] FIG. 10 is a conceptual block diagram illustrating a charging communication or communication control device according to one embodiment of the present disclosure. The charging communication or communication control device according to one embodiment of the present disclosure may be a generalized ACD, a communication device / communication control device included within the ACD, a wireless LAN AP (Access Point) deployed for SECC, EVCC, EVSE, aEVSE, or a short-range communication device / communication control device deployed in an electric vehicle / mobility or ACD.

[0563] Referring to FIG. 10, a conceptual block diagram of the internal structure of a computing system capable of implementing a charging communication or communication control device according to one embodiment of the present disclosure is shown.

[0564] Although omitted in the drawings of the embodiments of FIGS. 1 to 9, the communication device, communication control device, controller, etc. of each actor or each entity is configured such that the processor and memory are electronically connected to each component, and the operation of each component can be controlled or managed by the processor.

[0565] At least some of the processes of a charging communication method for mobility charging according to one embodiment of the present disclosure can be executed by the computing system (3000) of FIG. 10.

[0566] Referring to FIG. 10, a computing system (3000) according to one embodiment of the present disclosure may be configured to include a processor (3100), memory (3200), a communication interface (3300), a storage device (3400), an input interface (3500), an output interface (3600), and a bus (3700).

[0567] A computing system (3000) according to one embodiment 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. At least some steps of a method according to one embodiment of the present disclosure may be performed by the at least one processor (3100) loading instructions from the memory (3200) and executing them.

[0568] The processor (3100) may mean a central processing unit (CPU), a graphics processing unit (GPU), or a dedicated processor on which the methods according to embodiments of the present disclosure are performed.

[0569] 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).

[0570] Additionally, the computing system (3000) may include a communication interface (3300) that performs communication through a wireless network.

[0571] Additionally, the computing system (3000) may further include a storage device (3400), an input interface (3500), an output interface (3600), etc.

[0572] Additionally, each component included in the computing system (3000) can communicate with each other by being connected by a bus (3700).

[0573] A device including a processor (3100) according to one embodiment of the present disclosure 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.

[0574] An electric vehicle communication controller (EVCC) according to one embodiment of the present disclosure is an EVCC that is deployed, mounted, or associated with an electric mobility that receives power from an automated electric vehicle supply equipment (aEVSE), and may include a processor (3100) that receives and executes at least one command from memory.

[0575] The processor (3100) of the EVCC can receive or obtain first pairing information of the aEVSE via a first channel from the automated EV Supply Equipment (aEVSE), receive second pairing related information of the aEVSE via a second channel from the aEVSE, and verify the pairing between the mobility and the aEVSE based on the relationship between the first pairing information and the second pairing related information.

[0576] The processor (3100) can perform pairing between the mobility and the aEVSE by using localization to acquire location information of the mobility until the mobility is parked in the aEVSE before receiving or acquiring the first pairing information.

[0577] The processor (3100) can receive identification information of the aEVSE and the location of the aEVSE prior to the localization, and can perform pairing between the mobility and the aEVSE based on the relationship between the location of the mobility according to the movement of the mobility determined by the localization and the location of the aEVSE corresponding to the identification information of the aEVSE.

[0578] The processor (3100) can receive beacon signals received from a plurality of anchors within a service site or service area associated with the aEVSE using the localization, and can determine the location of the mobility according to the movement of the mobility based on the beacon signals received from the plurality of anchors.

[0579] In an electric vehicle communication controller (EVCC) according to one embodiment of the present disclosure, the mobility may be parked in the aEVSE prior to receiving or acquiring the first pairing information. At this time, the processor (3100) may transmit a request message to the aEVSE to establish the second channel prior to receiving the second pairing-related information, and may receive a response message from the aEVSE to establish the second channel.

[0580] The processor (3100) can identify whether the second pairing information extracted based on the second pairing-related information is the same as the first pairing information in order to verify the pairing between the mobility and the aEVSE.

[0581] In an electric vehicle communication controller (EVCC) according to one embodiment of the present disclosure, the second pairing-related information may include a pairing proof comprising encrypted pairing identification information of the aEVSE. In this case, the processor (3100) may identify whether the second pairing information extracted based on the decryption of the pairing proof within the second pairing-related information is identical to the first pairing information in order to verify the pairing between the mobility and the aEVSE.

[0582] An electric vehicle power supply controller (SECC, Supply Equipment Communication Controller) according to one embodiment of the present disclosure may include a processor (3100) that receives and executes at least one command from memory, as the SECC associated with an automated electric vehicle power supply equipment (aEVSE) that transmits power to electric mobility.

[0583] At this time, the processor (3100) of the SECC of the aEVSE receives or obtains first pairing information of the mobility via a first channel from the rechargeable electric mobility; can receive second pairing related information of the mobility via a second channel from the mobility, and can verify the pairing between the mobility and the aEVSE based on the relationship between the first pairing information and the second pairing related information.

[0584] In an automated electric vehicle power supply (aEVSE) according to one embodiment of the present disclosure, the mobility may be parked in the aEVSE prior to the step of receiving or acquiring first pairing information. At this time, the processor (3100) of the SECC of the aEVSE may receive a request message from the mobility to establish the second channel prior to receiving the second pairing-related information, and in response to the request message, may transmit a response message to the mobility to establish the second channel.

[0585] The processor (3100) of the SECC above can identify whether the second pairing information extracted based on the second pairing-related information is the same as the first pairing information in order to verify the pairing between the mobility and the aEVSE.

[0586] In an automated electric vehicle power supply (aEVSE) according to one embodiment of the present disclosure, the second pairing-related information may include a pairing proof comprising encrypted pairing identification information of the aEVSE. In this case, the processor (3100) of the SECC may identify whether the second pairing information extracted based on the decryption of the pairing proof within the second pairing-related information is identical to the first pairing information in order to verify the pairing between the mobility and the aEVSE.

[0587] In an automated electric vehicle power supply (aEVSE) according to one embodiment of the present disclosure, the first channel may include at least one of an RFID communication channel, an NFC channel, or a visual channel, and the second channel may include a wireless communication channel.

[0588] Meanwhile, although most of the aforementioned embodiments have focused on describing a method of first transmitting a request, message, parameter, or information to initiate a communication protocol or a communication session within the protocol from an electric mobility or EVCC to an aEVSE / EVSE / SECC / ACD, the present disclosure is not limited to specific embodiments and can be implemented to first transmit a request, message, parameter, or information to initiate a communication protocol or a communication session within the protocol from an aEVSE / EVSE / SECC / ACD to an electric mobility or EVCC. In this case, it is obvious that the sender in the corresponding embodiment becomes the receiver and the receiver becomes the sender, but they have substantially the same features.

[0589] The operation of the method according to an embodiment 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 all types of recording devices in which information that can be read by a computer system is stored. Additionally, the computer-readable recording medium may be distributed across networked computer systems, allowing the computer-readable program or code to be stored and executed in a distributed manner.

[0590] 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.

[0591] Some aspects of the present disclosure 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.

[0592] 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.

[0593] 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.< / id> < / g> < / ett> < / iec> < / len> < / id> < / ch> < / g> < / id>

Claims

1. As a communication method for rechargeable electric mobility, A step of receiving or obtaining first pairing information of an automated EV supply equipment (aEVSE) via a first channel; A step of receiving second pairing-related information of the aEVSE via a second channel from the aEVSE; and A step of verifying the pairing between the mobility and the aEVSE based on the relationship between the first pairing information and the second pairing-related information; including, Communication method for mobility.

2. In Paragraph 1, Prior to the step of receiving or acquiring the first pairing information, A step of performing pairing between the mobility and the aEVSE using localization to acquire location information of the mobility until the mobility is parked in the aEVSE; including, Communication method for mobility.

3. In Paragraph 2, A step of receiving identification information of the aEVSE and the location of the aEVSE prior to the above localization; Includes more, The step of performing pairing between the mobility and the aEVSE using the localization described above is: Performing pairing between the mobility and the aEVSE based on the relationship between the location of the mobility according to the movement of the mobility and the location of the aEVSE corresponding to the identification information of the aEVSE. Communication method for mobility.

4. In Paragraph 2, The step of performing pairing between the mobility and the aEVSE using the localization described above is: The step of receiving beacon signals received from a plurality of anchors within a service site or service area associated with the above aEVSE; and A step of determining the position of the mobility according to the movement of the mobility based on the beacon signals received from the plurality of anchors; including, Communication method for mobility.

5. In Paragraph 1, Prior to the step of receiving or acquiring the first pairing information, the mobility is in a state where it is parked in the aEVSE, and A step of transmitting a request message to the aEVSE to establish the second channel prior to the step of receiving the second pairing-related information; including, Communication method for mobility.

6. In Paragraph 1, The step of verifying pairing between the above mobility and the above aEVSE is, A step of identifying whether the second pairing information extracted based on the second pairing-related information is identical to the first pairing information; including, Communication method for mobility.

7. In Paragraph 1, The above second pairing related information is, It includes a pairing proof comprising encrypted pairing identification information of the aEVSE, and The step of verifying pairing between the above mobility and the above aEVSE is, A step of identifying whether the second pairing information extracted based on the decoding of the pairing proof within the second pairing-related information is identical to the first pairing information; including, Communication method for mobility.

8. In Paragraph 1, The first channel above includes at least one of an RFID communication channel, an NFC channel, or a visual channel, and The above second channel includes a wireless communication channel, Communication method for mobility.

9. As a communication method for an automated EV supply equipment (aEVSE), A step of receiving or obtaining first pairing information of said mobility via a first channel from a rechargeable electric mobility; A step of receiving information related to the second pairing of the mobility via a second channel from the mobility; and A step of verifying the pairing between the mobility and the aEVSE based on the relationship between the first pairing information and the second pairing-related information; including, aEVSE communication method.

10. In Paragraph 9, Prior to the step of receiving or acquiring the first pairing information, the mobility is in a state where it is parked in the aEVSE, and A step of receiving a request message from the mobility to establish the second channel prior to the step of receiving the second pairing-related information; and A step of transmitting a response message to the mobility to establish the second channel in response to the above request message; including, aEVSE communication method.

11. In Paragraph 9, The step of verifying pairing between the above mobility and the above aEVSE is, A step of identifying whether the second pairing information extracted based on the second pairing-related information is identical to the first pairing information; including, aEVSE communication method.

12. In Paragraph 9, The above second pairing related information is, It includes a pairing proof comprising encrypted pairing identification information of the aEVSE, and The step of verifying pairing between the above mobility and the above aEVSE is, A step of identifying whether the second pairing information extracted based on the decoding of the pairing proof within the second pairing-related information is identical to the first pairing information; including, aEVSE communication method.

13. In Paragraph 9, The first channel above includes at least one of an RFID communication channel, an NFC channel, or a visual channel, and The above second channel includes a wireless communication channel, aEVSE communication method.

14. As an Electric Vehicle Communication Controller (EVCC) associated with electric mobility that receives power from an automated Electric Vehicle Supply Equipment (aEVSE), A processor that executes at least one instruction; Includes, The above processor is, Receive or obtain first pairing information of the aEVSE via a first channel from the automated EV Supply Equipment (aEVSE), and Receive second pairing-related information of the aEVSE from the aEVSE via the second channel, and Verifying the pairing between the mobility and the aEVSE based on the relationship between the first pairing information and the second pairing-related information. Electric vehicle communication controller.

15. In Paragraph 14, The above processor is, Before receiving or acquiring the above-mentioned first pairing information, Performing pairing between the mobility and the aEVSE using localization that acquires location information of the mobility until the mobility is parked in the aEVSE. Electric vehicle communication controller.

16. In Paragraph 15, The above processor is, Prior to the above localization, the identification information of the aEVSE and the location of the aEVSE are received, and Performing pairing between the mobility and the aEVSE based on the relationship between the location of the mobility according to the movement of the mobility, determined using the localization above, and the location of the aEVSE corresponding to the identification information of the aEVSE. Electric vehicle communication controller.

17. In Paragraph 15, The above processor is, Using the above localization, the aEVSE receives beacon signals received from multiple anchors within an associated service site or service area, and Determining the position of the mobility according to the movement of the mobility based on the beacon signals received from the plurality of anchors. Electric vehicle communication controller.

18. In Paragraph 14, Before receiving or acquiring the first pairing information, the mobility is parked in the aEVSE, and The above processor is, Before receiving the second pairing-related information, a request message to establish the second channel is sent to the aEVSE, and Receiving a response message for establishing the second channel from the aEVSE above, Electric vehicle communication controller.

19. In Paragraph 14, The above processor is, In order to verify the pairing between the above mobility and the above aEVSE, Identifying whether the second pairing information extracted based on the second pairing-related information is identical to the first pairing information, Electric vehicle communication controller.

20. In Paragraph 14, The above second pairing related information is, It includes a pairing proof comprising encrypted pairing identification information of the aEVSE, and The above processor is, In order to verify the pairing between the above mobility and the above aEVSE, Identifying whether the second pairing information extracted based on the decoding of the pairing proof within the second pairing-related information is identical to the first pairing information, Electric vehicle communication controller.

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