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NO-349480-B9 -

NO349480B9NO 349480 B9NO349480 B9NO 349480B9NO-349480-B9

Dates

Publication Date
20260309
Application Date
20250120
Priority Date
20250120

Claims (20)

  1. 1. 349480 26 CLAIMS 1. A method for authorization of an electric vehicle (100) charging session or electric vehicle (100) to grid supply session, wherein comprising, when the electric vehicle (100) is connected to an electric vehicle supply equipment (200) by means 5 of a charging unit (110, 110a-b, 101, 201), characterized in that the method comprises the following steps a) setting a random instructed charging current level (RICCL1-n) or random instructed supply current level (RISCL1-n), b) determining vehicle charging current level (DVCCL1-m) or electric vehicle 10 supply equipment received current level (DEVSERCL1-m), c) validating an associated electric vehicle identifier (Vi) against pre-registered electric vehicle identifiers (Vi), and comparing the determined vehicle charging current level (DVCCL1-m) with corresponding random instructed charging current level (RICCL1-n), or comparing the determined electric 15 vehicle supply equipment received current level (DEVSERCL1-m) with corresponding random instructed supply current level (RISCL1-n), and if the difference is within a threshold value, the charging current level or supply current level is considered validated, and d) repeating the steps a)-c) for a pre-set number of iterations if both the electric 20 vehicle identifier (Vi) and determined current level (DVCCL1-m, DEVSERCL1-m) are found valid, and when the pre-set number of iterations have been validated, ending the authorization process and instructing the electric vehicle supply equipment (200) to continue charging of the electric vehicle (100) or the electric vehicle (100) to supply electric power to the 25 power grid (500) via the electric vehicle supply equipment (200).
  2. 2. The method according to claim 1, wherein step a) comprises using the control pin signal of a charging cable (110) or corresponding wireless control signal of a wireless charging device (101, 201) to instruct the electric vehicle (100) or electric vehicle supply equipment (200) to set the random instructed charging current level 30 (RICCL1-n) or random instructed supply current level (RISCL1-n), wherein n is an integer number larger than 1.
  3. 3. The method according to claim 2, wherein step a) further comprises reporting the random instructed charging current level (RICCL1-n) or random instructed supply current level (RISCL<1-n>) and the associated electric vehicle identifier (Vi) to a 35 backend-system (300). 349480 27
  4. 4. The method according to claim 1, wherein step b) further comprises reporting the determined vehicle charging current level (DVCCL1-m) or electric vehicle supply equipment received current level (DEVSERCL1-m), wherein m is an integer number larger than 1, together with the electric vehicle identifier (Vi) to a backend-system 5 (300).
  5. 5. The method according to claim 3, wherein step c) comprises validating the reported electric vehicle identifier (Vi) against pre-registered electric vehicle identifiers (Vi), and if valid continue to step d) and if no match is confirmed, terminate the charging session or electric vehicle to grid supply session.
  6. 10 6. The method according to claim 3 or 4 and 5, wherein step b) further comprises reporting an associated electric vehicle supply equipment identifier (Ei) and step c) further comprises validating the associated electric vehicle supply equipment identifier (Ei) against pre-registered electric vehicle supply equipment identifiers (Ei).
  7. 15 7. The method according to claim 6, wherein step d) further comprises, if the current level and electric vehicle identifier (Vi) both are found valid, instruct the electric vehicle supply equipment (200) with the associated electric vehicle supply equipment identifier (Ei) or electric vehicle (100) with the associated electric vehicle identifier (Vi) to set a subsequent different random instructed charging 20 current level (RICCL1-n) with a higher or lower charging current level (RICCL1-n) than the prior random instructed charging current level (RICCL1-n).
  8. 8. The method according to claim 6, wherein the step d) further comprises, if the supply current level and electric vehicle identifier (Vi) both are found valid, instruct the electric vehicle (100) with the associated electric vehicle identifier (Vi) or the 25 electric vehicle supply equipment (200) with the associated electric vehicle supply equipment identifier (Ei) to set a subsequent different random instructed supply current level (RISCCL1-n) with a higher or lower supply current level (RISCCL1-n) than the prior random instructed supply current level (RISCL<1-n>).
  9. 9. The method according to claim 1, wherein step c) further comprising: 30 - terminating the charging session if not both the electric vehicle identifier (Vi) and determined vehicle charging current level (DVCCL1-m) are not found valid within a pre-set time limit, or - re-initiating setting of the current level (RICCL1-n) based on the same or different random instructed charging current level (RICCL<1-n>) if not both the electric vehicle 35 identifier (Vi) and determined vehicle charging current level (DVCCL1-m) are found valid within a pre-set time limit.
  10. 10. The method according to claim 1, wherein step c) comprising: 349480 28 - terminating the supply session if not both the electric vehicle identifier (Vi) and determined electric vehicle supply equipment received current level (DEVSERCL1-m) are found valid within a pre-set time limit, or - re-initiating supply of the electric vehicle supply equipment (200) based on the 5 same or different random instructed supply current level (RISCL1-n) if not both the electric vehicle identifier (Vi) and determined electric vehicle supply equipment supply received current level (DEVESRCL1-m) are found valid within a pre-set time limit.
  11. 11. The method according to claim 1, wherein step b) comprises reporting real-time 10 determined vehicle charging current level (DVCCL1-m) or determined electric vehicle supply current level (DEVSCL1-m) to a backend system (300).
  12. 12. The method according to claim 7 or 8, wherein step a) comprises varying subsequent random instructed charging current levels (RICCL<1-n>) or random instructed supply current level (RISCL1-n) with a charging current level or supply 15 current level difference being larger than 0.1 ampere.
  13. 13. The method according to any preceding claim, wherein using an application programming interface present in the electric vehicle (100) to report the electric vehicle identifier (Vi) and determined vehicle charging current level (DVCCL1-m).
  14. 14. The method according to any preceding claim, wherein using an application 20 programming interface present in the electric vehicle supply equipment (200) to report the random instructed charging current levels (RICCL1-n) and electric vehicle supply equipment identifier (Ei).
  15. 15. The method according to claim 2, 13 or 14, wherein using the control pin signal to determine the current level (DVCCL1-m, DEVSERCL1-m) or using the application 25 programming interface to measure the current level (DVCCL1-m, DEVSERCL1-m), or both.
  16. 16. A system suitable for authorization of an electric vehicle (100) charging session or electric vehicle (100) to grid supply session, wherein the electric vehicle (100) is connectable to an electric vehicle supply equipment (200) by means of a charging 30 unit (110), wherein the electric vehicle (100) comprises a vehicle control unit (120) and electric vehicle supply equipment (200) comprises an equipment control unit (210), and wherein the system comprises a backend system (300) comprising a backend control device (310), the vehicle control unit (120), equipment control unit (210) 35 and backend control device (310) comprising respective communication devices (130, 220, 320) enabling communication between the backend system (300) and the vehicle control unit (130) and equipment control unit (220), 349480 29 characterized in that the vehicle control unit (120) or equipment control unit (210) is configured to, by comprising means and/or software, set a random instructed charging current level (RICCL1-n) or random instructed supply current level (RISCL1-n) for the electric 5 vehicle (100) or electric vehicle supply equipment (200), the vehicle control unit (120) or equipment control unit (210) further is configured to, by comprising means and/or software, determine vehicle charging current level (DVCCL1-m) or electric vehicle supply equipment received current level (DEVSERCL1-m), 10 wherein the backend control device (310) is configured to, by comprising means and/or software: - validate an associated electric vehicle identifier (Vi) against pre-registered electric vehicle identifiers (Vi), and - compare the determined vehicle charging current level (DVCCL1-m) with 15 corresponding random instructed charging current level (RICCL1-n), or compare the determined electric vehicle supply equipment received current level (DEVSERCL1-m) with corresponding random instructed supply current level (RISCL1-n), and if the difference is within a threshold value, the charging current level or supply current level is considered validated, and 20 - if both the electric vehicle identifier (Vi) and determined current level (DVCCL1-m, DEVSERCL1-m) are found valid, for a pre-set number of iterations, - instruct the vehicle control unit (120) or equipment control unit (210) to set a subsequent random instructed charging current level (RICCL1-n) or random instructed supply current level (RISCL1-n), 25 - determine subsequent determined vehicle charging current level (DVCCL1-m) or electric vehicle supply equipment received current level (DEVSERCL1-m), and - validate the electric vehicle identifier (Vi) against pre-registered electric vehicle identifiers (Vi) and subsequent current levels (DVCCL1-m, DEVSERCL1-30 <m>) against the subsequent random instructed current levels (RICCL<1-n>, RISCL<1->n), and when the pre-set number of iterations have been validated, ending the authorization process and instructing the electric vehicle supply equipment (200) to continue charging the electric vehicle (100) or the electric vehicle to supply electric power to the power grid (500) via the electric vehicle supply equipment 35 (200). 349480 30
  17. 17. The system according to claim 16, wherein the vehicle control unit (120) or equipment control unit (210) is configured to use a control pin signal of a charging cable (110) or corresponding wireless control signal of a wireless charging device (101, 201) to instruct the vehicle control unit (120) or equipment control unit (210) 5 to set the random instructed charging current level (RICCL1-n) or random instructed supply current level (RISCL1-n), wherein n is an integer number larger than 1.
  18. 18. The system according to claim 16, wherein the vehicle control unit (120) or equipment control unit (210) is configured to report the random instructed charging current level (RICCL1-n) or random instructed supply current level (RISCL1-n) and 10 the associated electric vehicle identifier (Vi) to the backend-system (300).
  19. 19. The system according to claim 16, wherein the vehicle control unit (120) or equipment control unit (210) is configured to report the determined vehicle charging current level (DVCCL1-m) or electric vehicle supply equipment received current level (DEVSERCL1-m), wherein m is an integer number larger than 1, together with 15 the electric vehicle identifier (Vi) to the backend-system (300).
  20. 20. The system according to claim 16, wherein the backend control unit (310) is configured to terminate the charging session or electric vehicle to grid supply session if the electric vehicle identifier (Vi) is not validated.

Description

[0001] 349480 [0004] 1 [0006] Method and system for authorization of an electric vehicle charging or supply session [0008] The disclosed embodiments relate to a method and system for authorization of an 5 electric vehicle charging or supply session. [0010] Background [0012] The green shift has the latest years gained increasing focus and will become even more important in the future. One of the means used as contribution in the green 10 shift is the electrification of transport means, hereunder electric vehicles. [0014] Electric vehicles have become more and more popular. However, many electric vehicle drivers still find the charging operation complicated, risky, and cumbersome. The ideal situation would be a “plug-and-charge” functionality (ref ISO 15118), allowing the users to drive the vehicle up to a given charger, [0015] 15 connecting it to the car and automatically start charging, without using RFID tags, QR codes, Apps, cards or mobile phone etc. [0017] Current methods make the charging operation difficult as each charging cycle much too often ends up being subject to an individual verification process, taking time and exposing the operator to various risks. [0019] 20 A disadvantage with the tag solution is that they expose the environment to plastic pollution. [0021] Further, as tags are small of size they are often lost or one forgets to bring them along when going for a drive, resulting in that one being prevented from performing a charging session. [0023] 25 A further disadvantage with the tags is that anyone having such a tag in possession can use them without further authorization. Accordingly, a tag in wrong hands may be misused with a considerable cost for the owner. [0025] Every person will further have to associate the tag with a charge supplier, and if the person has not done this, a charging session cannot be authorized. [0027] 30 Further, as not all the charging suppliers allow all tags to be associated and connected to their systems, the user is required to have several different tags for the different charging suppliers/operators. [0029] Moreover, fleet managers have a lot of work with such tags because they can be used by anyone to start a charging session, not only the user of the fleet vehicle. [0030] 349480 [0033] 2 [0035] A solution that is not so exposed to misuse is Apps. The main disadvantage with the apps is that one needs one app for each charging supplier/operator and it is also requires a debit or credit card to be associated with each of the apps. If one changes the debit or credit card, one will not be able to start a charging session. [0037] 5 A further disadvantage with app-based solutions is that they are often out of date or do not work when a smartphone has been updated. This sometimes results in the user being prevented from starting a charging session. [0039] Further, if there are any communication problems, the charging session cannot be started. [0041] 10 Users travelling to places where they will charge for the first time often experience that they must download the App on site and further use a lot of time to set it up with a debit or credit card. [0043] Further, if the user does not have the phone within reach, the user is prevented from charging. [0045] 15 Accordingly, even though the use of apps solves some of the problems of tags, especially the unauthorized use, they also bring along a series of disadvantages and problems. [0047] It should be mentioned that some charging suppliers/operators allow for the use of debit or credit cards. However, there are only a few of these available and this is a 20 solution that brings along high investments and infrastructure, both on site at the charging station and in the backend system. [0049] In US2024123853 A1 it is described methods for identification of an electric vehicle in connection with charging, in which one includes an identifier in the pilot signal. It is also described how to create a charging profile for the specific electric 25 vehicle and measurement of the charging response profile followed by comparison of these. Using the mentioned comparison, a probability value is calculated. If this is within a threshold value, charging can start. [0051] In US2023141162 A1 it is described a system and method for identifying an electric vehicle through an alternating current electric charging that include receiving a 30 charging command to initiate the alternating current electric charging of the electric vehicle (EV) through electric vehicle supply equipment (EVSE). The system and method also include generating a duty cycle pattern that pertains to the electric charging of the EV that includes at least one encrypted data packet and is communicating the duty cycle pattern to the EV and/or the EVSE. The system and 35 method further include comparing an identification of the EV and/or the EVSE included within the at least one encrypted data