Method and system for authorization of an electric vehicle charging or supply session

Abstract

A method and system for authorization of an electric vehicle charging session or vehicle-to-grid supply session. The authorization of the present invention is performed on bit synchronization and is dynamic in relation to the time axis and number of current pulses that are required to be compared to form a safe basis for identification.

Description

[0001] Method and system for authorization of an electric vehicle charging or supply session

[0002] The disclosed embodiments relate to a method and system for authorization of an electric vehicle charging or supply session.

[0003] Background

[0004] 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 shift is the electrification of transport means, hereunder electric vehicles.

[0005] 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, connecting it to the car and automatically start charging, without using RFID tags, QR codes, Apps, cards or mobile phone etc.

[0006] 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.

[0007] A disadvantage with the tag solution is that they expose the environment to plastic pollution.

[0008] 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.

[0009] 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.

[0010] 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.

[0011] 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.

[0012] 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.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.

[0013] 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.

[0014] Further, if there are any communication problems, the charging session cannot be started.

[0015] 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.

[0016] Further, if the user does not have the phone within reach, the user is prevented from charging.

[0017] 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.

[0018] 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 solution that brings along high investments and infrastructure, both on site at the charging station and in the backend system.

[0019] In US2024123853 Al 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 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.

[0020] In US2023141162 Al it is described a system and method for identifying an electric vehicle through an alternating current electric charging that include receiving a 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 method further include comparing an identification of the EV and / or the EVSE included within the at least one encrypted data packet of the duty cycle pattern witha pre-stored identification of the EV and the EVSE to identify the EV and / or the EVSE.

[0021] In US2023133680 Al are described controller units, charging units, and methods for charging verification. In an illustrative embodiment, a controller unit includes a controller and computer-readable media configured to store computer-executable instructions configured to cause the controller to determine an event data type, receive vehicle event data of a first vehicle, receive charging unit event data of one or more charging units, determine one or more event matches between the vehicle event data of the first vehicle and the charging unit event data of the one or more charging units relative to a threshold, and responsive to determining a unique event match between the vehicle event data of the first vehicle and the charging unit event data of a first charging unit, initiate a charging event of the first vehicle and the first charging unit.

[0022] In US2022024335 Al it is described a charge validation system configured to receive data defining a first temporal pattern of electrical parameter values describing electric power received during a charge event with a vehicle, receive data defining a second temporal pattern of electrical parameter values describing electric power supplied during a charge event with EVSE, and responsive to mismatch of the first and second temporal patterns, sends a command to the EVSE to prompt the EVSE to discontinue or preclude charging.

[0023] From US 2022203861 Al is known a method of communicating between an electric vehicle, a supply equipment, and a power grid including transmitting, by an electric vehicle communication controller of the electric vehicle, a discharge schedule including an amount of energy discharge, a discharge start time, and a discharge finish time to a supply equipment communication controller of the supply equipment or a power grid communication controller of the power grid operation server. The method further comprises receiving a discharge cost calculated according to the discharge schedule from the supply equipment communication controller or the power grid communication controller, wherein the discharge cost including an additional calculation cost, in response to a sum of the amount of energy discharge of the electric vehicle and an amount of energy discharge of another electric vehicle being greater than or equal to a reference energy discharge amount.

[0024] In US 2023264583 Al is described a method for electric vehicle charging management, comprising detecting a connection between an electric vehicle supply equipment (EVSE) and an electric vehicle. The method further comprises receiving image data depicting an electric vehicle charging scene and determining one or more candidate vehicles in the image data. For each respective candidate vehicle of the one or more candidate vehicles in the image data the method comprisesdetermining one or more vehicle characteristics associated with the respective candidate vehicle and associating one candidate vehicle of the one or more candidate vehicles with the electric vehicle based on one or more vehicle characteristics associated with the one candidate vehicle. The method further comprises determining if a user account is associated with the one candidate vehicle associated with the electric vehicle; and determining a charging authorization decision for the electric vehicle.

[0025] From US 2023415594 Al is known solution for automatically identifying an electric vehicle supply equipment (EVSE). A receiver device receives wireless signals from EVSEs, where each wireless signal includes an identifier that is associated with the one of the EVSEs from which that wireless signal is received. The receiver device records signal strength values of the wireless signals and determines, based on the recorded signal strength values, which of the EVSEs is closest to the receiver device. The receiver device initiates a request for an action at the EVSE determined to be closest to the receiver device.

[0026] In US 2020282859 Al is known a charging control method, performed by an electric vehicle supply equipment (EVSE). The method includes performing a charging session initiation procedure with an EV and calculating a session script hash associated with a charging session. A session access request is received from a user device and confirmed. Based on a result of the confirmation, session authentication is requested to the user device and a session script authentication value is received as a result of the session authentication from the user device. The method also includes determining whether to allow a user access to the charging session according to the session script authentication value.

[0027] The main disadvantage with the mentioned prior art solutions for plug-in-charging is that they require communication between the electric vehicle (EV) and EVSE. This often requires that the EVSE on site is provided with communication means and infrastructure.

[0028] Prior art further makes use of predefined time series with data where one data set is sent to the electric vehicle by means of amplitude values for electric current by an external device, while a second data set is sent to the EVSE by the same external device, and if there is a difference between these data sets, the charging is terminated. The disadvantage with this method is that there is no synchronization at bit level so that the accuracy of the messages which are to be compared is inaccurate.

[0029] A further disadvantage with some of the mentioned prior art solutions is that they use charging sequences or charging cycles that are compared. This results in that it becomes difficult to identify by comparing the many measurement points in a correct manner. Small differences, e.g., due to loss in cable or inaccuratemeasurements, often results in that the authorization fails. This further requires advanced back-end algorithms to be able to make the identification based on bit patters. By using bit patterns, and comparing complete bit patterns, a number of comparisons will have to be made introducing an error margin of 5 % or higher. Accordingly, at least 5 % of all charging sessions will then fail due to the bit patterns do not match.

[0030] Further, a disadvantage with the prior art solutions is that they cannot be used for Vehicle-to-Grid (V2G) solutions and the authorization of these.

[0031] There is accordingly a need for a method and system for authorization of an electric vehicle charging or supply session addressing these disadvantages of the prior art solutions

[0032] Summary

[0033] The disclosed embodiments provide a method and system for authorization of an electric vehicle charging or supply session partly or entirely solving the above-mentioned disadvantages of prior art.

[0034] Provided herein is a method and system for authorization of an electric vehicle charging or supply session that can be used for both charging sessions of the electric vehicle and vehicle-to-grid sessions where the electric vehicle supplies power to the grid.

[0035] Provided herein is a method and system for authorization of an electric vehicle charging or supply session simplifying the authentication algorithm, compared to prior art solutions.

[0036] Provided herein is a method and system for authorization of an electric vehicle charging or supply session not requiring additional infrastructure at the electric vehicle supply equipment (ESVE) location or in the electric vehicle.

[0037] Also provided herein is a method and system for authorization of an electric vehicle charging or supply session providing a plug-and-charge / plug-and-supply solution where the identification of the electric vehicle is performed automatically and seamlessly when a charging or supply session is activated by the connection of the electric vehicle and EVSE.

[0038] Provided herein is a method and system for authorization of an electric vehicle charging or supply session by identifying an electric vehicle connected to the EVSE by only using the standard control pin signal being available for all electric vehicle models.Also provided herein is a method and system for authorization of an electric vehicle charging or supply session being more robust compared to prior art solutions. Provided herein is a method and system for authorization of an electric vehicle charging or supply session having lower error margin than prior art solutions. Provided herein is a method and system for authorization of an electric vehicle charging or supply session having shorter validation time / authorization time compared to prior art solutions requiring advanced analysis.

[0039] Also provided herein is a method and system for authorization of an electric vehicle charging or supply session replacing all tags and apps on the market today.

[0040] Provided herein is also a method and system for authorization of an electric vehicle charging or supply session enabling easier fleet handling due to the identification will follow the electric vehicle.

[0041] Also provided herein is a method and system for authorization of an electric vehicle charging or supply session providing a cost-effective solution for charging and energy supplier.

[0042] Provided herein is also a method and system for authorization of an electric vehicle charging or supply session that can be used on both existing and new EVSEs and electric vehicles.

[0043] Further features of the present invention will appear by consideration of the following description, claims and attached drawings.

[0044] The invention

[0045] A method for authorization of an electric vehicle charging or supply session according to the present invention is defined by the technical features of claim 1. Preferable features of the method are described in the dependent method claims. A system for authorization of an electric vehicle charging or supply session is defined by the technical features of claim 16. Preferable features of the system are described in the dependent system claims.

[0046] The present invention provides a method and system for authorization of an electric vehicle charging session or vehicle-to-grid supply session. The authorization of the present invention is performed on bit synchronization and is dynamic in relation to the time axis and number of current pulses that are required to be compared to form a safe basis for identification.A method for authorization of an electric vehicle charging session or electric vehicle to grid supply session according to the present invention comes into activation seamlessly when the electric vehicle is connected to an electric vehicle supply equipment (EVSE) by means of a charging unit, either for the purpose of charging or for the purpose of supplying power to the grid, known as vehicle-to-grid (V2G).

[0047] The method according to the present invention comprises a step a) of setting a random instructed charging current level or random instructed supply current level. Either alternative may be used in the authorization process according to the present invention.

[0048] The method according to the present invention further comprises a step b) of determining vehicle charging current level or EVSE received current level.

[0049] Depending on the choice in step a) one determines either the current level in the electric vehicle or EVSE.

[0050] The method further comprises a step c) of validating an associated electric vehicle identifier against pre-registered electric vehicle identifiers. Step c) further comprises comparing the determined vehicle charging current level with corresponding random instructed charging current level, or comparing the determined EVSE received current level with corresponding random instructed supply current level, depending on which alternative is chosen in step a) in the setting of current level. The comparison results in a difference and if this difference is within a threshold value (range), the charging current level or supply current level is considered validated.

[0051] The method according to the present invention further comprises a step d) comprising repeating the steps a)-c) for a pre-set number of iterations if both the electric vehicle identifier and determined current level are found valid. When the pre-set number of iterations have been validated, the method comprises ending the authorization process and instructing the EVSE to continue charging of the electric vehicle or the electric vehicle to supply electric power to the power grid via the EVSE.

[0052] In accordance with one embodiment of the method according to the present invention, step a) comprises using a control pin signal of a charging cable or corresponding wireless control signal of a wireless charging device to set the current level. The control pin signal is a suitable signal to enable such settings that are accessible in all applications with charging cables.

[0053] According to a further embodiment of the method according to the present invention, step a) comprises using the control pin signal of a charging cable or corresponding wireless control signal of a wireless charging device to instruct theelectric vehicle or EVSE to set the random instructed charging current level or random instructed supply current level. In this manner a controlled setting of the current level is achieved.

[0054] In accordance with an embodiment of the method according to the present invention, step a) further comprises reporting the random instructed charging current level or random instructed supply current level and the associated electric vehicle identifier to a backend-system.

[0055] According to one embodiment of the method according to the present invention, step b) further comprises reporting the determined vehicle charging current level or EVSE received current level, together with the electric vehicle identifier to a backend-system.

[0056] In accordance with one embodiment of the method according to the present invention, step c) further comprises validating the reported electric vehicle identifier against pre-registered electric vehicle identifiers, and if valid continue to step d) and if no match is confirmed, terminate the charging session or electric vehicle to grid supply session.

[0057] According to a further embodiment of the method according to the present invention, step b) further comprises reporting an associated EVSE identifier and step c) further comprises validating the associated EVSE identifier against preregistered EVSE identifiers. In this manner one is sure that one also identifies the correct EVSE in question.

[0058] In accordance one embodiment of the method according to the present invention, step d) further comprises, if the current level and electric vehicle identifier both are found valid, instruct the EVSE with the associated EVSE identifier or electric vehicle with the associated electric vehicle identifier to set a subsequent different random instructed charging current level with a higher or lower charging current level than the prior random instructed charging current level.

[0059] According to a further embodiment of the method according to the present invention, step d) further comprises, if the supply current level and electric vehicle identifier both are found valid, instruct the electric vehicle with the associated electric vehicle identifier or the EVSE with the associated EVSE identifier to set a subsequent different random instructed supply current level with a higher or lower supply current level than the prior random instructed supply current level.

[0060] In accordance with a further embodiment of the method according to the present invention, it comprises alternatively or in an alternating pattern instructing the EVSE and electric vehicle to set the subsequent random instructed charging or supply current level.Accordingly, by using random instructed charging or supply current levels that are different from the prior, a unique signature will be created for each iteration on bit level.

[0061] In accordance with a further embodiment of the method according to the present invention, step c) further comprises terminating the charging session if not both the electric vehicle identifier and determined vehicle charging current level are not found valid within a pre-set time limit. Alternatively, re-initiating setting of the current level based on the same or different random instructed charging current level if not both the electric vehicle identifier and determined vehicle charging current level are found valid within a pre-set time limit. In accordance with one embodiment of the method according to the present invention, a limited number of retries is allowed before terminating the charging session.

[0062] According to a further embodiment of the method according to the present invention, step c) further comprises terminating the supply session if not both the electric vehicle identifier and determined EVSE received current level are found valid within a pre-set time limit. Alternatively, re-initiating supply of the EVSE based on the same or different random instructed supply current level if not both the electric vehicle identifier and determined EVSE supply received current level are found valid within a pre-set time limit. In accordance with one embodiment of the method according to the present invention, a limited number of retries is allowed before terminating the charging session.

[0063] In accordance with one embodiment of the method according to the present invention, step b) comprises reporting real-time determined vehicle charging current level or determined electric vehicle supply current level to the backend system. According to one embodiment of the method according to the present invention, step a) further comprises varying subsequent random instructed charging current levels or random instructed supply current level with a charging current level or supply current level difference being larger than 0.1 ampere. By this one ensures that the unique signatures are substantially different from prior ones.

[0064] In accordance with a further embodiment of the method according to the present invention, step d) comprises dynamically changing the number of subsequent random instructed current levels and / or difference in these that are required to be validated from charging or supply session to charging or supply session for secure identification / authorization.

[0065] In accordance with one embodiment of the method according to the present invention, the method comprises using an application programming interface (API) present in the electric vehicle to report the electric vehicle identifier and determined vehicle charging current level. By using the API already installed in the electricvehicle, no additional components are required to be installed or connected to the electric vehicle.

[0066] According to one embodiment of the method according to the present invention, the method comprises using an application programming interface (API) present in the EVSE to report the random instructed charging current levels and EVSE identifier. By using the API already installed in the electric vehicle, no additional components are required to be installed or connected to the EVSE.

[0067] In accordance with one embodiment of the method according to the present invention, the method comprises using the control pin signal to determine the current level or using the API to measure the current level, or both. Accordingly, the method makes use of components already present and there is no need for installing additional components. By using the control pin signal, a very rapid determination can be made.

[0068] In accordance with the method according to the present invention, the method further may comprise an initial step of negotiating / deciding which current level is the maximum current level. In accordance with the present invention, the maximum current level that can be used will be the lowest maximum reported by the electric vehicle and EVSE. The lowest maximum current level will also define the feasible unique signature possibilities (sample space) in the authorization process, see Fig.

[0069] 4. Even though Fig. 4 shows an example where the current level extends from zero and upwards, the sample space may be defined in one or more ranges starting above zero current level.

[0070] According to a further embodiment of the method according to the present invention, the method comprises using location data / information of the electric vehicle and / or EVSE in the validation step, to reduce the number of possible same inputs that have to be processed. E.g. at least country can be included, but also regions or cities may be suitable location information that may be used to make the authorization process more rapid. Another alternative is to also include time stamp associated with the start of a charging or supply session. By comparing time stamps from the EV and ESVE, the authorization process may be accelerated.

[0071] According to a further embodiment of the method according to the present invention, the method comprises the use of time stamps associated with the random instructed charging or supply current level, or registration of time of instruction. By comparing time stamps from the EV and ESVE, the authorization process may be accelerated.

[0072] The EV is default set to perform charging of the vehicle. As an option, the electric vehicle may be set to supply power to the power grid. The method according to the present invention may comprise a step of communication with the owner or driverof the electric vehicle to confirm whether charging or supply of power is to be performed.

[0073] In an alternative embodiment, the EV is set to supply power (automatically) if the available power is above a preset limit, and the authorization process is successful. A system according to the present invention comprises a backend system comprising a backend control unit configured for communication with the electric vehicle and EVSE. The electric vehicle comprises a vehicle control unit and EVSE comprises an equipment control unit. To enable communication, the vehicle control unit, equipment control unit and backend control device comprise respective communication devices enabling communication between the backend system and the vehicle control unit and equipment control unit.

[0074] The vehicle control unit or equipment control unit is configured to, by comprising means and / or software, set a random instructed charging current level or random instructed supply current level for the electric vehicle or EVSE.

[0075] The vehicle control unit or equipment control unit is further configured to, by comprising means and / or software, determine vehicle charging current level or EVSE received current level.

[0076] The backend control device is configured to, by comprising means and / or software, validate an associated electric vehicle identifier against pre-registered electric vehicle identifiers.

[0077] The backend control device is further configured to, by comprising means and / or software, compare the determined vehicle charging current level with corresponding random instructed charging current level, or compare the determined EVSE received current level with corresponding random instructed supply current level. If the difference is within a threshold value / range, the charging current level or supply current level is considered validated.

[0078] The backend control device is further configured to, by comprising means and / or software, if both the electric vehicle identifier and determined current level are found valid, for a pre-set number of iterations, instruct the vehicle control unit or equipment control unit to set a subsequent random instructed charging current level or random instructed supply current level.

[0079] The backend control device is further configured to, by comprising means and / or software, if both the electric vehicle identifier and determined current level are found valid, for a pre-set number of iterations, determine subsequent determined vehicle charging current level or EVSE received current level.The backend control device is further configured to, by comprising means and / or software, if both the electric vehicle identifier and determined current level are found valid, for a pre-set number of iterations, validate the electric vehicle identifier against pre-registered electric vehicle identifiers and subsequent current levels against the subsequent random instructed current levels. When the pre-set number of iterations have been validated, the backend control device is configured to, by comprising means and / or software, end the authorization process and instruct the EVSE to continue charging the electric vehicle or the electric vehicle to supply electric power to the power grid via the EVSE.

[0080] In accordance with one embodiment of the system according to the present invention, the vehicle control unit or equipment control unit is configured to use a control pin signal of a charging cable or corresponding wireless control signal of a wireless charging device to instruct the vehicle control unit or equipment control unit to set the random instructed charging current level or random instructed supply current level. As mentioned above, the control pin signal is a suitable signal to enable such settings that are accessible in all applications with charging cables. According to a further embodiment of the system according to the present invention, the vehicle control unit or equipment control unit is configured to report the random instructed charging current level or random instructed supply current level and the associated electric vehicle identifier to the backend-system.

[0081] In accordance with one embodiment of the system according to the present invention, the vehicle control unit or equipment control unit is configured to report the determined vehicle charging current level or EVSE received current level together with the electric vehicle identifier to the backend-system.

[0082] According to one embodiment of the system according to the present invention, the backend control unit is configured to terminate the charging session or electric vehicle to grid supply session if the electric vehicle identifier is not validated.

[0083] In accordance with a further embodiment of the system according to the present invention, the equipment control unit is configured to report an associated EVSE identifier and the backend control unit is configured to validate the associated EVSE identifier against pre-registered EVSE identifiers. By this is achieved that the backend control system also identifies the correct EVSE in question.

[0084] According to a further embodiment of the system according to the present invention, the backend control unit is configured to, by comprising means and / or software, instruct the vehicle control unit or equipment control unit to set a subsequent different random instructed charging current level or random instructed supply current level with a higher or lower current level than the prior random instructed current level.In accordance with a further embodiment of the system according to the present invention, the backend control unit is configured to, by comprising means and / or software, instruct the vehicle control unit and equipment control unit alternatively or in an alternating pattern to set the subsequent random instructed charging or supply current level.

[0085] In accordance with a further embodiment of the system according to the present invention, the backend control device is configured to, by comprising means and / or software, terminate the charging or supply session if no confirmed electric vehicle identifier and determined current level are not found valid within a pre-set time limit. Alternatively, the backend control device is configured to, by comprising means and / or software, re-initiate setting of the current level based on the same or different random instructed current level if no confirmed electric vehicle identifier and determined current level are found valid within a pre-set time limit. In accordance with one embodiment of the system, the backend control unit is configured to perform a limited number of retries before terminating the charging session.

[0086] According to one embodiment of the system according to the present invention, the vehicle control unit and equipment control unit are configured for real-time reporting of determined vehicle charging current level or determined EVSE received current level to the backend system.

[0087] In accordance with one embodiment of the system according to the present invention, the backend control unit is configured to, by comprising means and / or software, vary subsequent random instructed current levels with a current level difference being larger than 0.1 ampere. By this one ensures that the unique signatures are substantially different from prior ones.

[0088] According to one embodiment of the system according to the present invention, the vehicle control unit comprises an API and the equipment control unit comprises an API that can be used for extracting data and reporting by the system according to the present invention. As all electrical vehicles and EVSEs have an API installed, no additional components are required to be installed or connected to the electric vehicle or EVSE. However, in alternative embodiments of the system according to the present invention, external units may be connected to the electric vehicle or EVSE to achieve such properties.

[0089] In accordance with one embodiment of the present invention, the vehicle control unit or equipment control unit is configured to use a control pin signal of the charging cable to determine the current level or using an API to measure the current level, or both. Accordingly, the system according to the present invention makes use of components already present and there is no need for installing additionalcomponents. By using the control pin signal, a very rapid determination can be made.

[0090] In accordance with a further embodiment of the system according to the present invention, the vehicle control unit and equipment control unit are configured to, by comprising means and / or software, to negotiate / decide which current level is the maximum current level. In accordance with the present invention, the maximum current level that can be used will be the lowest maximum reported by the electric vehicle and EVSE. The backend control unit is configured to, by comprising means and / or software, to use the lowest maximum current level to define the feasible unique signature possibilities in the authorization process, see Fig. 4.

[0091] According to a further embodiment of the system according to the present invention, the vehicle control unit and / or equipment control unit is configured to report location data to the backend system, and wherein the backend control unit is configured to, by comprising means and / or software to use location information of the electric vehicle and / or EVSE in the validation process, to reduce the number of possible similar inputs that have to be processed. E.g. at least country data can be included, but also data of regions or cities may be suitable location data that may be used to make the authorization process more rapid.

[0092] According to an alternative embodiment of the system according to the present invention, the vehicle control unit and / or equipment control unit is configured to also report time stamps associated with the start of a charging or supply session to the backend system. The backend control unit is configured to, by comprising means and / or software, to consider / comparing time stamp data to make the authorization process more rapid.

[0093] In accordance with a further embodiment of the system according to the present invention, the vehicle control unit and / or equipment control unit is configured to also report time stamps of the random instructed charging or support current levels. The backend control unit is configured to, by comprising means and / or software, to consider / comparing time stamp data of the random instructed charging or supply current level to make the authorization process more rapid.

[0094] Accordingly, the present invention provides a method and system for authorization that is plain and seamless, suitable both for electric vehicle charging and V2G. The method and system according to the present invention eliminate the need for apps, charging tags, and other complicated authentication methods.

[0095] The present invention is presenting safe and automated communication between the electric vehicle and EVSE.In the present invention it is no need for an additional layer of encryption due to the large and random feasible solutions in the authorization process acting as a natural / integrated encryption.

[0096] By the present invention is provided an authorization process wherein a higher difference, compared to prior art, in the current level can be accepted without this affecting the accuracy in the authentication.

[0097] The present invention provides a solution that allows the amplitude value to vary both in the time axis and current level, which prior art solutions will not be able to handle. Accordingly, a solution that is far more robust than prior art solutions and that has lower error margin than prior art solutions.

[0098] As mentioned above, the present invention provides a solution eliminating the need for additional infrastructure at the EVSE location and in the electric vehicle.

[0099] The present invention provides a plug-and-charge / plug-and-supply solution where the identification of the electric vehicle is performed automatically and seamless when a charging or supply session is activated by the connection of the electric vehicle and EVSE.

[0100] The authorization of an electric vehicle charging or supply session according to the present invention, further has shorter validation time / authorization time compared to prior art solutions requiring advanced analysis.

[0101] Also provided herein is a method and system for authorization of an electric vehicle charging or supply session that replaces all tags and apps on the market today. The present invention enables easier fleet handling due to the identification will follow the electric vehicle. This will also make it easy to distinguish between charging at destination charging and home charging.

[0102] The present invention provides an authorization of an electric vehicle charging or supply session that will be a cost-effective solution for charging and energy suppliers to participate in. The present invention also opens for community association, shopping centers, companies, stores, etc., as well as private persons to open for charging at their ESVEs when not occupied.

[0103] The present invention enables, due to the opportunity of V2G, the electric vehicles to be used to stabilize the power grid by supplying power into the grid at high demands.

[0104] The present invention enables the user to charge the electric vehicle when the rates are low and supply into the power grid when the rates are higher or when needed.The principles of the present invention will further be suitable both for existing and new electric vehicles and EVSEs.

[0105] Further preferable features and advantageous details of the present invention will appear from the following example description, claims and attached drawings.

[0106] Example

[0107] The present invention will below be described in further detail with references to the attached drawings, where

[0108] Fig. 1 is a principle drawing of an embodiment of system according to a nonlimiting embodiment of the present invention,

[0109] Fig. 2a is a principle drawing of the present invention showing the signal and power flow according to one embodiment of the system,

[0110] Fig. 2b is a principle drawing of the present invention showing the signal and power flow according to one second embodiment of the system,

[0111] Fig. 3 is a principle drawing of a random current level and validation threshold, and Fig. 4 is a principle drawing of feasible random current levels used in an authorization process according to the present invention.

[0112] Reference is now made to Fig. 1 showing a principle drawing of an embodiment of a system 10 suitable for authorization of an electric vehicle 100 charging or supply session according to a non-limiting embodiment of the present invention, and Fig.

[0113] 2a-b showing principle drawings of the signal and power flow in different nonlimiting embodiments of the present invention. In Fig. 2a is shown an example using a control pin signal of a charging unit 110 in the form of a charging cable 110a and charging or supply current level. In Fig. 2b is shown an example using a corresponding wireless control signal of a wireless charging device 110b and supply or charging current level.

[0114] The system 10 according to the present invention is configured to, when an electric vehicle 100 is connected to an electric vehicle supply equipment (EVSE) 200 by means of a charging device 110, enable seamless interaction between the EVSE 200 and the electric vehicle 100 to authorize a charging or supply session automatically. In accordance with the first embodiment of the system 10 according to the present invention, the charging unit 110 is a wired charging device, such as a charging cable 110a, as shown in Fig. 2a. In an alternative embodiment of the system according tothe present invention, the charging unit 110 is a wireless charging device 110b, as shown in Fig. 2b, wherein the EVSE 200 and electric vehicle 100 are provided with corresponding wireless charging devices 111, 201, respectively, forming the wireless charging device 110b.

[0115] According to the system of the present invention, the electric vehicle 100 comprises a vehicle control unit 120 and the EVSE 200 comprises an equipment control unit 210. The vehicle control unit 120 is preferably an integrated or existing control unit of the electric vehicle 100. However, in an alternative embodiment of the system 10 according to the present invention, an external or dedicated control unit with access to the electric vehicle 100 internal systems can be used. Similarly, the equipment control unit 210 is preferably an integrated or existing control unit of the EVSE 200. However, in an alternative embodiment of the system 10 according to the present invention, an external or dedicated control unit with access to the EVSE 200 internal systems can be used.

[0116] The system 10 according to the present invention further comprises at least one backend system 300 configured to be in communication with the respective electric vehicle 100 and EVSE 200 separately, wherein the backend system 300 further comprises a control unit 310 for operation thereof, further described below.

[0117] To enable communication between the backend system 300 and the electric vehicle 100 and EVSE 200, they all comprise respective communication devices 130, 220, 320. Similarly, as described above for the control units 120, 210, 310, the communication devices 130, 220, 320 may be integrated or existing communication device, or an external or dedicated communication device of the respective electric vehicle 100, EVSE 200 and backend system 300.

[0118] In this manner the backend system 300 is configured to communicate with the respective electric vehicle 100 and EVSE 200 separately and independently.

[0119] When the electric vehicle 100 is connected to the EVSE 200 via the charging cable 110a or wireless charging device 110b, the system 10 is configured to perform an authorization process.

[0120] In accordance with one embodiment of the present invention, the equipment control unit 210 is configured to, by comprising means and / or software, to instruct, by using a control pin signal of the charging cable 110a or wireless control signal of the wireless charging device 110b, the electric vehicle 100 to start a charging or supply session with a random instructed charging RICCLi-nor supply RISCLi-ncurrent level, wherein n is an integer number larger than 1.

[0121] In an alternative embodiment, the vehicle control unit 120 is configured to, by comprising means and / or software, to instruct, by using a control pin signal of thecharging cable 110a or a wireless control signal of the wireless charging device 110b, the electric vehicle 100 or EVSE 200 to start a charging or supply session with a random instructed charging RICCLi-nor supply RISCLi-ncurrent level, wherein n is an integer number larger than 1.

[0122] In a further embodiment, the backend control device 310 is configured to, by comprising means and / or software, to instruct the vehicle control device 120 or equipment control device 210 to set the mentioned random instructed charging RICCLi-n or supply RISCLi-ncurrent level.

[0123] The vehicle control unit 120 is further configured to, by comprising means and / or software, determine vehicle charging current level DVCCLi-m. Similarly, the equipment control unit 210 is configured to, by comprising means and / or software, determine EVSE received current level DEVSERCLi-m. The vehicle control unit 120 and equipment control unit 210 are configured for reporting the determined vehicle charging current level DVCCLi-mand determined EVSE received current level DEVSERCLi-m to the backend system 300. The determined current level may be reported when achieved or continuously, in real-time, to the backend system 300. In accordance with a preferred embodiment of the system 10 according to the present invention the vehicle control unit 120 comprises an application programming interface (API) that is used for setting the random charging and supply current levels, as well as determining the vehicle charging current level DVCCLi-m. The vehicle API is in the present invention also used for reporting the electric vehicle identifier Vi together with the associated current level. In embodiments where location data is to be included, the API also adds these data to the communication with the backend system 300. Such APIs are available in most electrical vehicles 100 today.

[0124] The equipment control unit 210 similarly comprises an application programming interface (API) that is used for setting the random charging and supply current level, as well as determining the ESVE received current level DEVSERCLi.m. The API is in the present invention also used for reporting the ESVE identifier Ei together with the associated current level. In embodiments where location data is to be included, the ESVE API also adds these data to the communication with the backend system 300. Such APIs are available in most ESVEs 200 today.

[0125] By means of the vehicle API and ESVE API, the system 10 according to the present invention makes use of components already present in the electric vehicle 100 and ESVE 200 today.

[0126] In accordance with an alternative embodiment of the system 10 according to the present invention, the vehicle control unit 120 or equipment control unit 210 is configured to use a control pin signal of the charging cable 110 to determine thecurrent level DVCCLi-m, DEVSERCLi-mas an alternative to using the mentioned vehicle or ESVE API to determine / measure the current level DVCCLi-m, DEVSERCLi-m. In accordance with a further embodiment of the system 10 according to the present invention, both the control pin signal and API are used to determine the current level, ensuring a redundancy of the current level that may be compared in the backend system 300 for quality control. In this manner one may detect if there is an inaccuracy somewhere in the ESVE 200 or electric vehicle 100 metering components.

[0127] In accordance with the system 10 according to the present invention, the backend control unit 310 is configured to, by comprising means and / or software to validate an associated EVSE identifier Ei or electric vehicle identifier Vi against preregistered electric vehicle identifiers Vi or pre-registered EVSE identifiers Ei. The backend control unit 310 is further configured to, by comprising means and / or software, compare the determined vehicle charging current level DVCCLi-mwith corresponding random instructed charging current level RICCLi-n, or compare the determined EVSE received current level DEVSERCLi-mwith corresponding random instructed supply current level RISCLi-n. If the difference is within a threshold value, as shown in Fig. 3, the charging current level or supply current level is considered validated. The threshold value is pre-set and should be large enough to allow the determined vehicle charging current level DVCCLi-mor EVSE received current level DEVSERCLi-mto differ some due to, e.g., loss in the charging cable 110a or wireless charging device 110b or inaccurate current meters in the electric vehicle 100, EVSE 200 or both. If the determined vehicle charging current level DVCCLi-m or EVSE received current level DEVSERCLi-mand reported random instructed charging current level RICCLi-nor random instructed supply current level RISCLi-n, respectively, are within the threshold value, the reported current levels are considered valid.

[0128] The backend control unit 310 is further configured to, by comprising means and / or software, if both the electric vehicle identifier Vi and determined current level DVCCLi-m or DEVSERCLi-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 RICCLi-n or random instructed supply current level RISCLi-n. This may be performed in an alternating pattern of using both the vehicle control unit 120 and equipment control 210, or by using only one of them.

[0129] The backend control unit 310 is further configured to, by comprising means and / or software, after the subsequent random instructed charging current level RICCLi-nor random instructed supply current level RISCLi-nis applied, determine subsequentdetermined vehicle charging current level DVCCLi-mor EVSE received current level DEVSERCLi-m.

[0130] In accordance with one embodiment of the system 10 according to the present invention, the backend control unit 310 is configured to vary subsequent random instructed current levels RICCLi-n, RISCLi-nwith a current level difference being larger than one ampere. By this one ensures that the determined current levels are substantially different from each other so that they can be considered as separate measurements and thus separate and unique current levels.

[0131] The backend control unit 310 is further configured to, by comprising means and / or software, validate the electric vehicle identifier Vi against pre-registered electric vehicle identifiers Vi and subsequent current levels DVCCLi-mor DEVSERCLi-m against the subsequent random instructed current levels RICCLi-nor RISCLi-n. The backend control unit 310 is further configured to, by comprising means and / or software, when the pre-set number of iterations have been validated, ending the authorization process and instructing the EVSE 200 to continue charging the electric vehicle 100 or supply of electric power from the electric vehicle 100 to the power grid 500 via the electric vehicle supply equipment 200.

[0132] Accordingly, the vehicle control unit 120 or and equipment control unit 210 is configured to, by using the respective communication devices 130, 220, to report the random instructed charging current level RICCLi-nor random instructed supply current level RISCLi-nand the associated EVSE identifier Ei or electric vehicle identifier Vi to the backend system 300 for validation.

[0133] The vehicle control unit 120 or equipment control unit 210 is further configured to report the determined vehicle charging current level DVCCLi-mor EVSE received current level DEVSERCLi-m, respectively, wherein m is an integer number larger than 1, together with the electric vehicle identifier Vi to the backend-system 300. In accordance with an alternative embodiment, the vehicle control unit 120, instead of direct communication with the backend system 300, sends via an intermediate unit 400, such as a vehicle manufacturer interface 400, wherein the vehicle identifier Vi may be pre-validated prior to entering the backend system 300. The electric vehicle 100 may then be associated with a credit card or similar for billing of a charging session or an account for payment of energy supplied, either in the backend system 200 or intermediate unit 400, independent of the user of the electric vehicle 100. In this case, the validation of the electric vehicle identifier Vi will be performed by the intermediate unit 400 and may communicate to the backend system 300 a validated electric vehicle identifier Vi so that the backend system 300 do not need to perform the validation again if one does not like to have redundancy in the validation of the electric vehicle identifier Vi.The equipment control unit 210 and / or vehicle control unit 120 will further be configured to, by comprising means and / or software, to detect that a charging cable 110a is plugged into the electric vehicle 100 and the EVSE 200, or that a wireless charging link has been stablished, and negotiating / detecting the available charging or supply current levels the electric vehicle 100 and EVSE 200 may receive. The lowest of the maximum of current levels are then chosen for the further charging or supply session, as well as defining the possible current levels used in the authorization process of the system 10. The lowest maximum charging or supply current level is reported to the backend system 300.

[0134] The mathematical model forming basis for the security shows that the outcome range is reduced exponentially with the number of charging or supply signals being identified. E.g., if the charging or supply signal can be prepared in eight ampere levels, e.g., 0, 6, 10, 13, 16, 20, 25, 32 amperes, over ten periods, 5, 10, 50, 20, 25, 30, 35, 40, 45, 50 seconds, as illustrated in the table in Fig. 4, the possible number of combinations will be 108= 100 million. Even though Fig. 4 shows an example where the current level extends from zero and upwards, the sample space may be defined in one or more ranges starting above zero current level.

[0135] In accordance with a preferred embodiment of the present invention, the electric vehicle identifier Vi is a vehicle identification number (VIN). The VIN (also called a chassis number or frame number) is a unique code for each vehicle, including a serial number, used by the automotive industry to identify individual motor vehicles, towed vehicles, motorcycles, scooters and mopeds, as defined by the International Organization for Standardization in ISO 3779 and ISO 4030. A VIN is composed of 17 characters (digits and capital letters) that act as a unique identifier for the vehicle. A VIN displays the vehicle’s unique features, specifications and manufacturer. Accordingly, the VIN is a unique identifier suitable for use in the present invention. However, the principles of the present invention are not limited to the use of VIN as the electric vehicle identifier Vi.

[0136] If the electric vehicle identifier Vi is considered valid and wherein a payment or invoice contract is associated with electric vehicle 100 in the backend system 300, the backend control system 300 may continue the authorization process. Typically, a debit or credit card is associated with the electric vehicle 100 for charging, or possibly invoice information for invoices, especially for corporate customers. For supplying power to the power grid 500, the electric vehicle 100 may be associated with an account number to where payment for supplied energy / power can be made after a supply session. Other alternatives for payment or invoicing will be within the knowledge of a skilled person. In accordance with a further embodiment of the system 10 according to the present invention, the equipment control unit 210 is configured to report an associated electric vehicle supply equipment identifier Ei and the backend control unit 310 is configured to validate the associated electricvehicle supply equipment identifier Ei against pre-registered electric vehicle supply equipment identifiers Ei. In this manner an additional level of safety may be included, as well as one may check if the EVSE 200 is configured for receiving power from the electric vehicle 100 for supplying the power grid 500.

[0137] According to a further embodiment of the present invention, the electric vehicle 100 and / or EVSE 200 is configured to report location data / information. This information may be used in the validation process, to reduce the number of inputs required to be processed. E.g., at least country information / data can be included, but also regions or cities may be suitable location information that may be used to make the authorization process more rapid. Further, the location data may be used as an additional safety layer, by comparing the electric vehicle location data with the EVSE location data to see that they are corresponding.

[0138] However, if the validation of the electric vehicle identifier Vi cannot be confirmed within a pre-set time, the backend control device 310 is configured to instruct the EVSE 200 or electric vehicle 100 to terminate the charging or supply session.

[0139] Similarly, if the determined current level DVCCLi-m, DEVESRCLi-mare not found valid within a pre-set time limit, the charging or supply session is terminated.

[0140] Alternatively or in addition, the backend control device 310 is configured to instruct the EVSE 200 or electric vehicle 100 to re-initiate setting of the current level RICCLi-n, RISCLi-n based on the same or different random instructed current level RICCLi-n, RISCLi-n if no confirmed electric vehicle identifier Vi and determined current level DVCCLi-m, DEVSERCLi-mare found valid within a pre-set time limit. In this manner, the system 10 makes a number of attempts to see if the correct response is received from the EVSE 200 and electric vehicle 100. E.g. there may be set a limited number of retries before the charging or supply session is terminated. In this manner, if there is something wrong or the electric vehicle identifier Vi is not registered in advance in the backed system 300, the authorization process will be terminated.

[0141] Accordingly, in the present invention there is no use of a current pattern or duty cycles, but the validation is related to the current level and the electric vehicle identifier Vi.

[0142] When both the current level and electric vehicle identifier Vi of the first instance of random current level have been validated / confirmed, the backend control system 300 may proceed to the next step of the authorization by subsequent random current levels to be validated.

[0143] When the pre-set number of iterations have been validated and one with high probability can decide that there is only one possible active charging or supplysession with the validated Vi and current level, the backend control unit 310 ends the authorization process and instructs the EVSE 200 to continue charging of the electric vehicle 100 or supply of power from the electric vehicle 100 to the power grid 500 via the ESVE 200.

[0144] In accordance with a further embodiment of the system 10 according to the present invention, the backend control unit 310 is provided with means and / or software to dynamically change the number of subsequent random instructed current levels and / or difference in these that are required to be validated from charging or supply session to charging or supply session for secure identification / authorization.

[0145] To be able to decide whether the electric vehicle 100 is to be charged or supply power to the power grid 500, the backend system 300 is configured to issue a communication to the owner or driver of the electric vehicle to confirm whether charging or supply of power is to be performed. E.g. the backend system 300 is configured to communicate with the electric vehicle 100 via the API therein or by an APP or similar on a computer, smartphone or similar or SMS communication, wherein the owner or driver of the electric vehicle 100 confirms the choice of charging or supply of power.

[0146] By that energy suppliers or charging operators can be configured in the backend system 300, the owner or driver of the electric vehicle 100 will only have to make the correct choice regarding charging or supplying. If there are more than one supplier or operator, the communication may include a step of choosing one of the suppliers or operators after the choice of session is performed. The backend system 300 is further configured to perform billing or payment after completed charging or supply session, based on the associated payment or invoicing information associated with the electric vehicle identifier Vi.

[0147] Accordingly, the power supplier or charging operator, by being registered in the backend system 300, are easily accessible for the EVSE 200 and electric vehicle 100 when performing a charging or supply session.

[0148] Accordingly, none of the prior art methods can be compared with the robustness of the system and method according to the present invention. Data being received by the backend system 300 are compared and controlled periodically, while the prior art methods compare entire bit patterns. As mentioned, prior art methods are known to have an error margin of 5 % or higher. By the present invention, the error margin will be considerably reduced down to typically 0.1 % by that the validation is performed periodically, compared to the validation on entire bit patterns.

[0149] The stepwise large difference in the periodic random instructed current level makes the validation very robust, compared to the prior art solutions, due to the amplitude in the periods may vary without this affecting the validation. The present inventionwill thus not suffer from inaccurate meters in the EVSE 200 or electric vehicle 100, or loss in the charging device 1 lOa-b.

[0150] Further, the method and system according to the present invention results in that the time required for the authorization process of a charging or supply session is considerably reduced, compared to prior art, due to no advanced analysis is required for each period.

[0151] In accordance with a further embodiment of the present invention, the backend control unit 310 is further provided with means and / or software for performing machine learning or artificial intelligence of data / information received from the electric vehicle 100 or EVSE 200, especially the determined current level DVCCLi-m, DEVESRCLi-m and random instructed current level RICCLi-n, RISCLi-n. Other data of interest will be the maximum available charging or supply current that defines the feasible unique signature possibilities (sample space). In an alternative embodiment, the machine learning / artificial intelligence is implemented on an external unit (not shown) configured in communication with the backend system 300. By means of machine learning / artificial intelligence, one can make predictions or calculations based on large amounts of data. Machine learning / artificial intelligence can be divided in several methods, which is known as, e.g., supervised learning, unsupervised learning, semi-supervised learning, and reinforcement learning that enabling different approaches for processing of the provided data depending on the result to be achieved. Accordingly, by providing the backend control unit 310 with means and / or software for machine learning / artificial intelligence, the backend control unit 310, alternatively the external machine learning / artificial intelligence unit, is configured to improve the authorization process by collecting and producing training data usable for machine learning / artificial intelligence. E.g., the machine learning / artificial intelligence and big data may be used to improve the authorization process, such as by improved definitions of the mentioned sample space, such as by defining one or more ranges, that would speed up the authorization process. Another example is using the machine learning / artificial intelligence and big data to set ranges or properties, such as patterns, for the random instructed current levels. Yet a further example is using the machine learning / artificial intelligence and big data to use location data in the authorization process to speed up the identification. A further example of the use of the machine learning / artificial intelligence and big data is to use it for more rapidly identifying an electric vehicle 100 or EVSE 200 by more rapidly identifying the electric vehicle 100 or EVSE 200 based on the identifier Vi, Ei.

[0152] Even though the present invention has been described in connection with embodiments using subsequent random instructed charging or supply current level RICCLi-n or RISCLi-n with a higher or lower current level RICCLi-n, RISCLi-nthan the prior random instructed current level RICCLi-n, RISCLi-n, the method andsystem are not limited to this embodiment. In accordance with an alternative embodiment of the method and system according to the present invention, the subsequent random instructed current level RICCLi-nor RISCLi-nis similar to or substantially the same current level RICCLi-n, RISCLi-nas the prior random instructed current level RICCLi-n, RISCLi-n, and wherein one use time stamps in addition to distinguish and identify the separate iterations.

[0153] The technical features of the above described embodiments may be combined to form modified embodiments within the scope of the attached claims.

Claims

26CLAIMS1. 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 of a charging unit (110, HOa-b, 101, 201), characterized in that the method comprises the following stepsa) setting a random instructed charging current level (RICCLi-n) or random instructed supply current level (RISCLi-n),b) determining vehicle charging current level (DVCCLi-m) or electric vehicle supply equipment received current level (DEVSERCLi-m),c) validating an associated electric vehicle identifier (Vi) against pre-registered electric vehicle identifiers (Vi), and comparing the determined vehicle charging current level (DVCCLi-m) with corresponding random instructed charging current level (RICCLi-n), or comparing the determined electric vehicle supply equipment received current level (DEVSERCLi-m) with corresponding random instructed supply current level (RISCLi-n), and if the difference is within a threshold value, the charging current level or supply current level is considered validated, andd) repeating the steps a)-c) for a pre-set number of iterations if both the electric vehicle identifier (Vi) and determined current level (DVCCLi-m, DEVSERCLi-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 power grid (500) via the electric vehicle supply equipment (200).

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 (RICCLi-n) or random instructed supply current level (RISCLi-n), wherein n is an integer number larger than 1.

3. The method according to claim 2, wherein step a) further comprises reporting the random instructed charging current level (RICCLi-n) or random instructed supply current level (RISCLi.n) and the associated electric vehicle identifier (Vi) to a backend-system (300).

4. The method according to claim 1, wherein step b) further comprises reporting the determined vehicle charging current level (DVCCLi-m) or electric vehicle supply equipment received current level (DEVSERCLi-m), wherein m is an integer number larger than 1, together with the electric vehicle identifier (Vi) to a backend-system (300).

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. 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. 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 current level (RICCLi-n) with a higher or lower charging current level (RICCLi-n) than the prior random instructed charging current level (RICCLi-n).

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 electric vehicle supply equipment (200) with the associated electric vehicle supply equipment identifier (Ei) to set a subsequent different random instructed supply current level (RISCCLi-n) with a higher or lower supply current level (RISCCLi-n) than the prior random instructed supply current level (RISCLi-n).

9. The method according to claim 1, wherein step c) further comprising:- terminating the charging session if not both the electric vehicle identifier (Vi) and determined vehicle charging current level (DVCCLi-m) are not found valid within a pre-set time limit, or- re-initiating setting of the current level (RICCLi-n) based on the same or different random instructed charging current level (RICCLi-n) if not both the electric vehicle identifier (Vi) and determined vehicle charging current level (DVCCLi-m) are found valid within a pre-set time limit.

10. The method according to claim 1, wherein step c) comprising:- terminating the supply session if not both the electric vehicle identifier (Vi) and determined electric vehicle supply equipment received current level (DEVSERCLi-m) are found valid within a pre-set time limit, or- re-initiating supply of the electric vehicle supply equipment (200) based on the same or different random instructed supply current level (RISCLi-n) if not both the electric vehicle identifier (Vi) and determined electric vehicle supply equipment supply received current level (DEVESRCLi-m) are found valid within a pre-set time limit.

11. The method according to claim 1, wherein step b) comprises reporting real-time determined vehicle charging current level (DVCCLi-m) or determined electric vehicle supply current level (DEVSCLi-m) to a backend system (300).

12. The method according to claim 7 or 8, wherein step a) comprises varying subsequent random instructed charging current levels (RICCLi-n) or random instructed supply current level (RISCLi-n) with a charging current level or supply current level difference being larger than 0.1 ampere.

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 (DVCCLi-m).

14. The method according to any preceding claim, wherein using an application programming interface present in the electric vehicle supply equipment (200) to report the random instructed charging current levels (RICCLi-n) and electric vehicle supply equipment identifier (Ei).

15. The method according to claim 2, 13 or 14, wherein using the control pin signal to determine the current level (DVCCLi-m, DEVSERCLi-m) or using the application programming interface to measure the current level (DVCCLi-m, DEVSERCLi-m), or both.

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 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) 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),29characterized in thatthe 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 (RICCLi-n) or random instructed supply current level (RISCLi-n) for the electric 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 (DVCCLi-m) or electric vehicle supply equipment received current level (DEVSERCLi-m),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 (DVCCLi-m) with corresponding random instructed charging current level (RICCLi-n), or compare the determined electric vehicle supply equipment received current level (DEVSERCLi-m) with corresponding random instructed supply current level (RISCLi-n), and if the difference is within a threshold value, the charging current level or supply current level is considered validated, and- if both the electric vehicle identifier (Vi) and determined current level (DVCCLi-m, DEVSERCLi-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 (RICCLi-n) or random instructed supply current level (RISCLi-n),- determine subsequent determined vehicle charging current level (DVCCLi- m) or electric vehicle supply equipment received current level (DEVSERCLi-m), and- validate the electric vehicle identifier (Vi) against pre-registered electric vehicle identifiers (Vi) and subsequent current levels (DVCCLi-m, DEVSERCLi-m) against the subsequent random instructed current levels (RICCLi-n, RISCLi-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 (200).3017. 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) to set the random instructed charging current level (RICCLi-n) or random instructed supply current level (RISCLi-n), wherein n is an integer number larger than 1.

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 (RICCLi-n) or random instructed supply current level (RISCLi-n) and the associated electric vehicle identifier (Vi) to the backend-system (300).

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 (DVCCLi-m) or electric vehicle supply equipment received current level (DEVSERCLi-m), wherein m is an integer number larger than 1, together with the electric vehicle identifier (Vi) to the backend-system (300).

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.

21. The system according to claim 18 or 19 and 20, wherein the equipment control unit (210) is configured to report an associated electric vehicle supply equipment identifier (Ei) and the backend control unit (310) is configured to validate the associated electric vehicle supply equipment identifier (Ei) against pre-registered electric vehicle supply equipment identifiers (Ei).

22. The system according to claim 16, wherein the backend control unit (310) is configured to instruct the vehicle control unit (120) or equipment control unit (210) to set a subsequent different random instructed charging current level (RICCLi-n) or random instructed supply current level (RISCLi-n) with a higher or lower current level (RICCLi-n, RISCLi-n) than the prior random instructed current level (RICCLi-n, RISCLl-n).

23. System according to claim 16, wherein the backend control device (310) is configured to, by comprising means and / or software, compare the identifier (Vi, Ei) with pre-registered e identifiers (Vi, Ei).

24. System according to claim 16, wherein the backend control device (310) is configured to:- terminate the charging or supply session if no confirmed electric vehicle identifier (Vi) and determined current level (DVCCLi-m, DEVESRCLi-m) are not found valid within a pre-set time limit, or31- re-initiate setting of the current level (RICCLi-n, RISCLi-n) based on the same or different random instructed current level (RICCLi-n, RISCLi-n) if no confirmed electric vehicle identifier (Vi) and determined current level (DVCCLi-m, DEVSERCLi-m) are found valid within a pre-set time limit.

25. The system according to claim 19, wherein the vehicle control unit (120) and equipment control unit (210) are configured for real-time reporting of determined vehicle charging current level (DVCCLi-m) or determined electric vehicle supply equipment received current level (DEVSERCLi-m) to the backend system (300).

26. The system according to claim 16, wherein the backend control unit (310) is configured to vary subsequent random instructed current levels (RICCLi-n, RISCLi-n) with a current level difference being larger than 0.1 ampere.

27. The system according to claim 16, wherein the vehicle control unit (120) comprises an application programming interface and the equipment control unit (210) comprises an application programming interface.

28. The system according to claim 17 or 26, wherein the vehicle control unit (120) or equipment control unit (210) is configured to use a control pin signal of the charging cable (110) to determine the current level (DVCCLi-m, DEVSERCLi-m) or using an application programming interface to measure the current level (DVCCLi-m, DEVSERCLi.m), or both.

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