1. STATEMENT OF CORRESPONDING APPLICATIONS

The present application claims priority to New Zealand provisional patent application No. 772474 filed on 19 March 2021, and Australian provisional patent application No. 2021900994 filed on 6 April 2021, the entire contents of each are herein incorporated by reference.

2. TECHNICAL FIELD

The present technology relates to the field of electric vehicle charging, including systems, methods and devices. The technology may find particular application in AC charging systems. However, this should not be seen as limiting on the present technology.

3. BACKGROUND ART

Around the world, electric vehicles are becoming more commonplace. As the number of electric vehicles increases, so too does the need for reliable, convenient charging infrastructure and accessories.

Electric vehicles may be charged using DC or AC charging stations. DC charging stations are typically used for high-current rapid charging of batteries, while AC chargers are more commonly reserved for slower charging.

DC charging stations typically have a charging cable permanently attached, which a user connects to the charging port on their vehicle. Examples of currently available DC charging connectors include the CHAdeMO, Combined Charging System (CCS) and Tesla Supercharger connectors.

Where AC chargers are used, it is common to require a customer to provide their own AC charging cable. These can include the single-phase "Type 1" (SAE J1772) connector, and the three-phase "Type 2" connectors as defined by the IEC 62196 standard.

Even with the fastest charging technologies currently available, charging takes a lot longer than refuelling a petrol or diesel vehicle. Furthermore, rapid charging of a vehicle's battery can generate significant heat which can cause damage to the battery, reducing the effective range of the vehicle. In light of this, it is desirable for public charging stations to be installed in locations where the driver is likely to be parked for an extended period of time, these include shopping centres, supermarkets, street parking and office buildings.

To charge a vehicle's battery, a user typically parks the vehicle next to a charging station, connects their charging cable to the station, and authorises some form of payment. There are various ways in which the payment can be made, such as logging into an account via an application on a cell phone, website, payment processor on the charging station, or by presenting an RFID tag to the charging station. As the uptake of electric vehicles continues to increase, it will be important for this process to be as quick and easy as possible.

It can be desirable to lock the charging cable to the car and the charging station. This prevents the cable from being unplugged or stolen by a passer-by while the user is not present at the vehicle.

Once the user returns to their vehicle, they unlock the charging cable, take the cable with them (in the case of a user supplied cable) and leave. However, in some circumstances it may not be possible to remove the charging cable from the station or vehicle. For example, it may not be possible to release the locking mechanism due to power failure, component failure or foreign material, such as dust.

The result is that a user is either unable to leave or to retrieve their charging cable. Accordingly, the charging station operator must dispatch a technician to assist, and or replace the user's charging cable. This is a time consuming and expensive process, being frustrating or inconvenient for all involved.

It is an object of the present invention to address one or more of the foregoing problems or at least to provide the public with a useful choice.

All references, including any patents or patent applications cited in this specification are hereby incorporated by reference. No admission is made that any reference constitutes prior art. The discussion of the references states what their authors assert, and the applicants reserve the right to challenge the accuracy and pertinency of the cited documents. It will be clearly understood that, although a number of prior art publications are referred to herein, this reference does not constitute an admission that any of these documents form part of the common general knowledge in the art, in New Zealand or in any other country.

Throughout this specification, the word "comprise", or variations thereof such as "comprises" or "comprising", will be understood to imply the inclusion of a stated element, integer or step, or group of elements integers or steps, but not the exclusion of any other element, integer or step, or group of elements, integers or steps.

Further aspects and advantages of the present invention will become apparent from the ensuing description which is given by way of example only.

4. DISCLOSURE OF THE INVENTION

According to one aspect of the technology there are provided systems, methods and devices for charging electric vehicles. According to another aspect of the technology, there are provided systems, methods and devices for ensuring that a user is able to retrieve their charging cable from a charging station.

According to another aspect of the technology, there are provided systems, methods and devices for simplifying user or account identification in electric vehicle charging applications.

According to another aspect of the technology, there is provided a charging cable for charging an electric vehicle, the charging cable comprising: at least one unique identifier indicative of user account or billing account.

According to another aspect of the technology, there is provided an electric vehicle charging station, which comprises: a locking mechanism configured to secure a charging cable to the charging station during charging of an electric vehicle; a manual override, operable to disengage the locking mechanism and release the charging cable from the charging station; and an override locking mechanism configured to restrict unauthorised use of the manual override, wherein the override locking mechanism is unlockable using at least one access code.

According to another aspect of the technology, there is provided a system for identifying a charging station user account or billing account, the system comprising: a charging station, a charging cable having a first connector configured to connect to the charging station and a second connector connect to the electric vehicle, wherein the charging cable comprises at least one unique identifier indicative of a user account or billing account; wherein the charging station comprises at least one scanning device configured to read the at least one unique identifier to identify the user or billing account.

According to another aspect of the technology, there is provided a system comprising: a charging station as described herein, and a server configured to remotely unlock the override locking mechanism and/or provide at least one access code.

According to another aspect of the technology, there is provided a method of releasing a charging cable from a charging station as described herein, the method comprising the steps of: a) remotely unlocking, or using the access code to unlock the override locking mechanism; and b) operating the manual override to disengage the locking mechanism and release the charging cable. According to another aspect of the technology, there is provided a charging station comprising a system as described herein.

In preferred embodiments of the technology, the charging cable may be an AC charging cable. For example, the charging cable may be a Type 2 charging cable. For example, the charging cable may include a charging plug with an IEC 62196 Type 2 connector. Flowever, this should not be seen as limiting on the scope of the technology, and other types of cables and connectors may be used.

In preferred embodiments, the charging station may include a charging socket configured to receive the charging cable. Preferably the charging socket may be an AC charging socket, more preferably an IEC 62196 Type 2 charging socket.

In preferred embodiments, the charging station and/or charging cable may be configured for mode 3 charging as defined by the IEC 61851 standard. In other words, the charging station and/or charging cable may be configured for single or three phase AC charging of up to 22kW. It should be appreciated that mode 3 charging is non-portable (charging stations are in fixed locations, and hardwired to power sources) and utilises a specific control signal or protocol to communicate with the vehicle, as specified by IEC 61851-1 and SAE J1772.

In preferred embodiments, the unique identifier may be provided as a visual, electrical or wireless signal. The visual signal may include one or more of a barcode, image, number or code. The electrical signal may include a serial or parallel data signal. The wireless signal is preferably provided as an RFID signal, however in alternative embodiments it may comprise WiFi, Bluetooth, or Zigbee signals.

In preferred embodiments, where RFID signals are used, the charging cable may comprise a passive RFID tag or chip. Preferably the passive RFID tag or chip may be attached to or embedded in the charging plug.

In preferred embodiments, the scanning device may comprise an RFID reader. Flowever, this should not be seen as limiting on the technology, and in alternative embodiments, the scanning device may include one or more of a barcode reader, camera, processor or transceiver.

In preferred embodiments, the RFID tag or chip may be configured to operate at 125 kFIz.

In preferred embodiments, the RFID reader may be configured to operate at 125 kFIz.

In alternative embodiments, the RFID tag or chips and RFID reader may be configured to operate at any one or more of 134.2kHz, 433 MHz, 13.56 MHz, and 850 - 960 MHz. In preferred embodiments, the unique identifier may comprise identifying information about the user. For example, a name, account name, account identifier, user identifier, or vehicle identifier such as a vehicle identification number (VIN).

In preferred embodiments, the scanning device may be configured to be mounted within 50mm of the unique identifier when the charging plug is inserted into the charging socket. More preferably the scanning device may be configured to be mounted within 20mm of the unique identifier when the charging plug is inserted into the charging socket.

In preferred embodiments, when the user of the charging station is identified, the charging station may be configured to automatically enable charging. In alternative embodiments, the charging station may further comprise a button or other interface for enabling charging such as a start/stop button or user interface such as a touchscreen.

In preferred embodiments, the locking mechanism may be configured to secure the charging cable to the charging station during charging of the electric vehicle. In other words, a first end of the charging cable may be secured to the electric vehicle, while a second end of the electric cable may be secured to the charging station. The second end of the charging cable may be released from the charging station when one or more of the following occurs: when charging has stopped, the cable has been disconnected from the vehicle, or when the manual override is operated as described herein.

In preferred embodiments, the locking mechanism may comprise a solenoid. However, this should not be seen as limiting on the technology, and in other embodiments, the locking mechanism may comprise a servomechanism, electric motor, electromagnetic actuator, or any other suitable locking mechanism known to those skilled in the art.

In preferred embodiments, the solenoid may be configured to actuate a locking pin between a first position in which the charging cable is secured to the charging station, and a second position in which the charging cable is free to be released from the charging station.

In preferred embodiments, the locking pin may be configured to engage with or be located within a locking recess on the charging cable in use.

In preferred embodiments, the solenoid may comprise the manual override.

In preferred embodiments, the manual override may be configured for use in the absence of power. That is to say that the manual override is mechanically operable. For example, by physical manipulation, such as being hand operable. Accordingly, the manual override does not require the use of a power source such as a battery or AC power supply. In preferred embodiments, the manual override may be operatively connected to a compartment or override locking mechanism. For example, the manual override may be connected to the compartment or override locking mechanism by way of an extension such as a rod, cable or wire.

In preferred embodiments, the override locking mechanism may be a combination locking mechanism. For example, the override locking mechanism may include a rotary disc combination lock, push-button combination lock, single dial combination lock, or keypad.

In preferred embodiments, the override locking mechanism may be a mechanical locking mechanism configured to operate in the absence of a power source. In other words, the override locking mechanism may be configured to provide access to, or otherwise activate the manual overrider without requiring a power source such as AC or DC power.

Furthermore, in preferred embodiments of the technology, the manual override is operable in the absence of electrical power. For example, the manual override may release the locking mechanism without requiring a power source such as an AC or DC power source.

In some embodiments of the technology, the override locking mechanism may be operable remotely. In other words, the override locking mechanism may be configured to provide access to or otherwise activate the manual override by receiving instructions from a remote server, such those described herein.

In alternative embodiments, the override locking mechanism may be provided with a power source such as a battery. Use of a battery may advantageously enable the override locking mechanism to be operated remotely in the absence of power.

In preferred embodiments, the compartment / override locking mechanism may be self-securing. For example, the compartment / override locking mechanism may be biased towards a closed position. Additionally, or alternatively, the compartment / override locking mechanism may be configured to self lock when closed. Furthermore, the compartment / override locking mechanism may be configured to latch itself into a locked state when closed.

In preferred embodiments, the method may further comprise one or more of the following steps in any order: c) providing at least one identifying credential of a person requesting the at least one access code. d) validating that the at least one access credential is indicative of an authorised user as described herein. Advantages of the present technology may include:

• Simplified methods of charging an electric vehicle;

• Fast methods of identifying a user of a charging station;

• Easy, secure methods of allowing a charging cable to be removed from a charging station in the event of a jam or component failure; and

• Improved methods of scheduling maintenance or repair of charging stations.

5. BRIEF DESCRIPTION OF THE DRAWINGS

Further aspects of the present technology will become apparent from the ensuing description which is given by way of example only and with reference to the accompanying drawings in which: Fig. 1 shows a system for charging an electric vehicle in accordance with the present technology;

Fig. 2A shows a flow diagram for determining whether a user is authorised to charge at a charging station;

Fig. 2B shows a flow diagram illustrating the process of disconnecting a charging cable from a charging station;

Fig. 3 shows an example of an automated system of identifying a user of a charging station in accordance with the present technology;

Fig. 4A shows a simplified end view of a type 2 charging connector in accordance with the present technology; Fig. 4B shows a simplified side view of a type 2 charging connector in accordance with the present technology;

Fig. 5 shows a locking mechanism for securing a charging cable to a charging station in accordance with the present technology;

Fig. 6A shows a system for providing a manual override of a locking mechanism in accordance with the present technology;

Fig. 6B shows an alternative system for providing a manual override of a locking mechanism in accordance with the present technology; and Fig. 7 shows a flow diagram of the process of manually overriding the locking mechanism of a charging station in accordance with the present technology.

6. BEST MODES FOR CARRYING OUT THE INVENTION 6.1. OVERVIEW OF THE TECHNOLOGY

Fig. 1 shows a system 100 for charging an electric vehicle 102 in accordance with the present technology. The system 100 comprises a charging station 104 configured to deliver a charging current to the electric vehicle 102 via a charging cable 106.

In the illustrated example, the charging station 104 includes a user interface 108 to facilitate user authorisation and/or payment processing. The user interface 108 shown includes an electronic display 110, however this should not be seen as limiting on the technology, and in alternative examples of the technology, the user interface 108 may consist of one or more LED's to indicate user authorisation or charging state.

The charging station 104 also includes a communications system 112, which can include wired or wireless technologies for communicating with one or more of:

• A user's device such as a smartphone to facilitate authentication of the user and/or payment; and

• The internet, or a remote server 114 to validate user credentials.

Examples of wired technologies include one or more of, Ethernet, USB, serial, ISDN, xDSL, ADSL, or Fibre. Examples of wireless technologies include Wi-Fi, Bluetooth, Cellular (such as GSM, GPRS, CDMA, LTE etc.), Satellite or IOT networks such as LoRaWAN™, Sigfox™, NB-IOT, or Cat-Mi.

In use, a user connects a first end 106a of their charging cable 106 to the electric vehicle 102, and a second end 106b of their charging cable to the charging station 104 (in either order).

The user then provides identifying credentials to the charging station 104 or a remote server 114, for example the user credentials may be provided wirelessly from the user's electronic device, by using the user interface 108, or by using one or more of the automated user authentication methods further described herein. Once the user credentials have been validated, the charging station 104 is configured to deliver the charging current to the vehicle, and optionally lock the charging cable 106 to the charging station 104, using a locking mechanism 116.

It should be understood that the process of providing identifying credentials may be automated. For example, a user's electronic device such as a smart phone may already be authenticated with, or logged into the service providers' network. Accordingly, the user's electronic device may automatically provide the user credentials to the charging station 104 or remote server 114. Other methods of automatically providing user credentials are described in greater detail herein.

When the user has finished charging, the user may instruct the charging station 104 to stop charging, or to release the charging cable 106. This can be done using any of the authorisation methods described herein, or alternatively by disconnecting the charging cable 106 from the electric vehicle 102, i.e. removing, unplugging, or releasing, or pressing the a release button on the electric vehicle or first end of the cable. In some examples of the technology this will automatically cause the charging station 104 to unlock the locking mechanism 116 securing the second end 106b of the charging cable 106 to the charging station 104, allowing for its removal.

Note that the present technology relates to charging stations, wherein the user generally provides their own charging cable 106. In other words, the charging cable 106 is both releasably attached to the charging station, and to the electric vehicle. This is a fundamentally different type of charging station to those which have a fixed cable attached to the charging station, such as is common with DC charging stations. These types of charging stations 104 must be able to reliably release the charging cable when the user has finished charging, as the cable belongs to the user, and the user requires the cable to be able to charge in other locations. Furthermore, this type of cable is generally stored in a location away from the charging station when not in use. Therefore the cable needs to be able to be disconnected at both ends reliably even under fault conditions such as a loss of power or jammed locking mechanism.

6.2. METHODS OF AUTHORISING USERS

One method of authorising a user of a vehicle charging station 104 is to have the user establish an account with the charging station provider. The account can be configured to store billing information such as credit card information, direct debit authorisations or account balance information. Once the account has been established, a user can be authorised at the charging station 104 by providing their identifying/account credentials to the charging station 104 or to the remote server 114. Fig. 2A shows an exemplary method of authorising a user of a charging station 104.

In use, a user approaches a charging station 104, and provides their credentials either directly to the charging station 104, or to the remote server 114. This can be done by:

• Scanning an identifier on the charging station 104 using the user's personal device such as a smartphone - for example this could be a barcode such as a QR code;

Presenting an RFID keyfob or access card to the charging station 104; Entering identifying credentials into a user interface 108 on the charging station 104;

• Wirelessly providing identifying credentials, such as via Bluetooth, WiFi, or using an IOT/cellular network. For example, by using an application on the user's electronic device (such as a smartphone); or

• Providing credentials to a web portal, or application. For example, the credentials may be provided by logging into the web page or application, automatic if the user is already logged in, or if the login is automatic due to saved account information.

Where the user scans an identifier such as a barcode or QR code, the identifier can be used to identify the charging station the user intends to use. For example, the identifier can be provided to an application on the user's phone, and the application, when logged in, can provide the credentials to the charging station 104 or remote server 114. In another example, the identifier may be configured to redirect the user to a webpage, provide the webpage with sufficient information to identify the charging station, and prompt the user to enter their credentials, or in the case of automatic sign-in, automatically provide the identifying credentials.

Where a user logs into, or is already logged into an app, the user may be prompted to provide information to identify the charging station 104 they intend to use.

The system then validates the identifying credentials. This can be done via direct communication from the user's electronic device (such as a smartphone) to the remote server 114. Or alternatively, communicated from the charging station 104 to the remote server 114. This validation may include determining whether the account credentials (username and password / fingerprint / facial or voice recognition etc) are correct, whether the user has an appropriate payment method (active credit card for example) or sufficient account balance.

If the credentials are found to be valid the remote server 114 communicates the validation to the charging station 104, and the charging station 104 enables the charging of the user's vehicle. If the credentials are incorrect or invalid, the charging station 104 will not provide the charging current to the vehicle, or lock the charging cable to the charging station.

When connected, the charging station 104 may engage the locking mechanism 116 in the charging station 104 to lock the charging cable 106 to the charging station 104. This prevents unauthorised removal of the charging cable 106 during use. Engaging the locking mechanism 116 can be done automatically (for example as the cable is connected, the user is authorised or charging is initiated), or manually, for example by request by the user. In some cases, a user may wish to also lock the charging cable 106 to their electric vehicle 102. This is a feature provided by the most electric vehicles 102 which prevents removal or tampering while the user is away from their vehicle 102.

It should be appreciated that in the foregoing examples, the steps described may be performed in any order. For example, a user may be prompted to enter or automatically enter their credentials before connecting the charging cable 106.

FIG. 2B shows a flow diagram which illustrates the reverse process of removing the user's charging cable 106 from the charging station 104. As shown, there are two methods to stop charging the electric vehicle 102. The first method involves the user re-entering their credentials (whether manually or automatically) together with a request to end the charging session or otherwise stop charging. The remote server 114 or charging station 104 validates the credentials before ceasing charging, disengaging the locking mechanism 116 and releasing the user's charging cable 106. It should be appreciated that the foregoing may be performed in any order, for example the credentials may be validated, before the request to stop charging is received or otherwise processed. For example, the act of the user logging into a web or mobile phone application may automate the credential validation step, and once logged in the user may select the "end charging session" option, or equivalent to end the charging process.

Alternatively, the system is configured to automatically stop charging and disengage the locking mechanism 116 if the user's charging cable 106 is removed from the electric vehicle 102. This is possible since modern electric vehicles have their own locking mechanism integrated into the vehicle's charging port, and the state of this locking mechanism, and/or the connection status of the charging cable may be communicated to the charging station.

In a further example of the technology, the system may further comprise a means for a third-party to request that the cable is released from the charging station 104. For example, a technician, emergency services worker, or business owner may be authorised to remove the charging cable 106 from the charging station 104. This could be done by pre-authorising the third-party's access credentials, or on request, such as a call to the service provider. Both methods offer protection against the charging process being interrupted, or the charging cable 106 being removed by an authorised user, such as a person intending to tamper with the charging process, or steal the user's charging cable. The first approach requires the user's specific credentials, while the second approach requires access to the interior of the vehicle to release the vehicle's charging cable locking mechanism. 6.2.1. AUTOMATED USER AUTHORISATION

Fig. 3 shows one example of a method of automating the user authorisation process by embedding or affixing one or more unique identifiers 302 in or on the plug 304 on the charging cable 106. For example, the unique identifier 302 may be located or otherwise embedded inside the plug, such as within the mating area of the plug, to allow reading when the plug end is inserted in the charging station. The location may also prevent the ability to read the plug end from any readers external to the charging station, which can help to prevent attempted security attacks, such as duplicating the unique identifier.

The unique identifier(s) 302 can be read by a scanning device 306 in the charging station 104.

The scanning device 306 is ideally located within or adjacent to the charging socket 308. By positioning the scanning device within or directly adjacent to the charging socket 308, the present technology can read the unique identifier either during insertion of the charging cable, once the cable is inserted, or at any time thereafter. For example, within less than 50mm of the charging socket 308, or more preferably within 20mm of the charging socket 308.

In the examples described herein, the unique identifier 302 can provided a visual signal, electrical signal, or wireless signal.

Examples of suitable visual signals include barcodes (including one-dimensional and two-dimensional barcodes), a unique number/code or image.

It should be appreciated that where visual signals are used, it can be advantageous for the unique identifier to be hidden from view in use i.e. connected to the charging station. For example, the visual signal may be configured to be inserted into the charging socket 308 or otherwise hidden under a shroud or other similar protrusion extending from the charging station. In this way, the visual signal is unable to be copied or tampered with while the user is away from their vehicle.

Examples of electrical signals include serial or parallel data signals over any suitable protocol such as USB, SPI, I2C, RS232 or RS485. These electrical signals may be superimposed on one or more of the Charging cable's 106 existing electrical conductors 310. Alternatively, additional electrical contacts may be provided within the charging cable 106 to provide the electrical identifications signals.

Examples of wireless signals include, RFID, NFC, Bluetooth, Zigbee and WiFi.

The scanning device 306 is configured to read the unique identifier 302 and communicate the unique identifier 302 to the charging station 104 to automate the authentication of the user. For example, the scanning device 306 can include one or more of a barcode scanner, a camera, a processor, an RFID reader or transceiver configured to read the electrical or wireless signals.

It should be appreciated that the present technology reads the unique identifier to identify the user's charging cable, or more specifically the user or billing account associated with the charging cable rather than any specific user. In some situations, a business or company may provide charging cables for their customers or staff to use, therefore the unique identifier may not directly identify the user, but the account associated with the cable. In these applications of the technology, the charging station may be configured to further request a secondary identifying credential as described herein to identify the specific user of the cable. In this way, a user can simply connect their charging cable 106 to a charging station 104 to begin the charging process. This approach streamlines the charging process, enabling faster, simpler authentication which is expected to result in fewer support calls.

From the user's perspective, the charging process is as simple as possible. There is no need to remember any user credentials, remembering to bring a RFID fob, or even remembering the process required to activate the charging station 104. The user simply needs to plug in their charging cable 106 and the charging can begin automatically.

It should be appreciated that the foregoing examples should not be seen as limiting on the scope of the technology described herein, and other suitable identification technologies should be known to those skilled in the art. 6.2.1.1. RFID AUTHENTICATION

For sake of simplicity, the foregoing examples describe methods of providing automated user authorisation using RFID technologies, however this should in no way be seen as limiting on the scope of the invention.

The charging cable 106 includes a unique identifier 302 presented as data on an RFID tag or chip, and the charging station 104 includes a scanning device 306 which includes an RFID reader configured to read the data. The RFID tag/chip and RFID reader are configured to communicate at approximately 125kHz. However, this should not be seen as limiting on the technology, and other RF technologies may be used as will be known to those skilled in the art, such as 134.2kHz, 433 MHz, 13.56 MHz, and 850 -

960 MHz. While it would be possible for the RFID chip to be provided in the charging station, and the RFID reader to be provided in the charging cable, this is a less desirable configuration for a number of reasons including that:

• The RFID reading hardware is more expensive than the tag, accordingly by including reader technologies in the cable passes additional costs onto the consumer who must purchase the cable;

• The RFID reader would need to draw power from the cable, or inductively from the charging station, adding further cost, complication and compliance issues.

Similarly, the charging cable may include smart electronics which are configured to communicate between the charging station and/or electric vehicle. Flowever, this is generally unnecessary as the vehicle to charger communications protocol is already well defined, and highly capable of communicating the desired information regarding charging. Therefore this approach can add additional costs, complexity and reliability issues to the technology.

It is desirable to use low power passive RFID technologies as this allows for the RFID tag/chip to be energized directly by the electromagnetic field of the RFID reader. For example, a half-duplex or full- duplex 125 kHz tag can be positioned in or on the plug 304 without requiring a separate power source. The 125 kHz RFID reader may be positioned within or adjacent to the charging socket 308, where power is readily available.

Where RFID technologies are used, locating the scanning device 306 in close proximity to the charging socket 308 advantageously reduces the transmit power, and receive sensitivity required to read the unique identifier 302. Locating the scanning device 306 in close proximity also allows for smaller RFID tag and reader antennae, which helps to miniaturise the RFID tag and scanning device 306. For example, it is advantageous to position the scanning device 306 such that it is located within 50 mm of the RFID tag when the plug 304 is inserted into the charging socket 308. More preferably the scanning device 306 should be positioned within 20 mm of the RFID tag.

Furthermore, by positioning the scanning device 306 within or directly adjacent to the charging socket 308, the present technology can read the unique identifier either during insertion of the charging cable, once the cable is inserted, or at any time thereafter. This reduces the likelihood that identification fails for example due to a failed read, and can allow for validation of which cable is connected at any time after connection. A further advantage is that the charging process can be made as simple as possible, to the point where the user does not need to know that the charging station 104 includes a scanning device 306, or that their cable includes a unique identifier 302. For example, if the scanning device 306 positioned elsewhere on the charging station 104, such as on the top of the charging station 104, instructions need to be provided to the user to present the cable 106 to the specific area of the charging station for pre-identification. This is prone to user error, can be difficult for those who are sight or mobility impaired, or unable to read the instructions (for example when travelling in a foreign country).

A further advantage of the present technology is that it does not restrict access to the charging port when not in use. Accordingly, any user can connect a charging cable irrespective of whether the cable includes a unique identifier. In the case the unique identifier is faulty, or not present in the cable, the user can authorise use of the charging station through the alternative means described herein such as using a personal electronic device or the user interface on the charging station.

It examples of the technology; the RFID reader may be continuously active. That is to say that the electromagnetic field of the reader is enabled in a continuous or semi-continuous state. By keeping the field active, the charging station 104 may be able to detect the user credentials present on the RFID tag, as it is inserted into the socket, or as it approaches the socket. This may advantageously allow for faster detection and validation of the user's credentials, and therefore faster feedback to the user, or faster initiation of the charging process.

In an alternative example of the technology, the RFID reader may be activated when the charging plug 304 is inserted into the charging socket 308. For example, using any of the existing cable detection methods, such as detecting the contacts in the cable, or location of the cable in the socket via a microswitch or similar. Activating the RFID reader only when a cable is present allows for reduced power consumption, heat and wear on the electronics.

6.1. IMPROVED CHARGING CABLES AND CONNECTORS

Another feature of the technology is providing improved connectors which facilitate the methods of user / account authorisation as described herein, as well as cables comprising same.

Referring now to Figs. 4A and 4B, which show a charging connector (400). In the illustrated example the charging connector is a male, type 2 connector or plug as defined by IEC 62196. The type 2 connector includes a plurality of electrical connections (402) including:

• A proximity pilot (PP) connection, used for pre-insertion signalling, and/or indicating the current rating of the cable;

• A control pilot (CP) connection, typically used for post-insertion signalling;

A protective earth (PE) connector; A neural conductor (N); and

• Three line connections (LI), (L2), (L3) for delivering AC power.

The foregoing should not be seen as limiting and in some examples the type 2 connector includes conductors for DC power delivery. For example, connections L2 and L3 may be replaced with negative and positive DC connections respectively. In other examples, the type 2 connector may be used for DC power delivery only, in which case the N and L3 connections may be replaced with positive power connections, and the LI and L2 connections replaced with negative.

In the illustrated example, the unique identifier (302) may be located within the connector (400). For example, within a recess in the connector, within the housing (404) of the connector, or otherwise moulded into the material of the connector which is generally a form of plastic.

Where the unique identifier (302) is provided on an RF tag or chip as described herein, It can be advantageous to position the RF tag in the approximate position shown in Figs. 4A and 4B. That is to say directly adjacent to the PP and LI conductors, and close to the housing (404) of the connector. For example, the RF tag or chip may be positioned within 10mm of the PP connector, within 10mm of the LI connector and within 5mm of the housing of the connector. Furthermore, it may be advantageous for the RF tag or chip to be positioned within 20mm of the end (406) of the housing (404) of the connector such that the unique identifier is located within the charging socket (308) during charging.

For sake of completeness, Fig. 4B also shows a handle (408) with grip portions (410) and a cable strain relief (412). These features should be familiar to those skilled in the art and in no way limiting on the scope of the technology.

By positioning the RF tag or chip in this location, the present technology allows for a number of advantages including:

• Reduced RF transmit power requirements for the RF tag or chip reader.

• Greater immunity to radiated noise from the conductors within the connector.

• Good electrical isolation from the conductors.

• The ability to retrofit or upgrade existing cables and connectors with unique identifiers as described herein.

• Tamper resistance, and security advantages as the tag can be positioned in a way such that the user is not aware of the feature, or where the feature is located. Durability and reliability advantages as the RF tag or chip is not exposed or prone to damage.

• The ability to read the unique identifier (302) on the tag during insertion into the corresponding type 2 socket on the charging station, and/or reading of the unique identifier (302) post insertion.

6.2. LOCKING MECHANISMS

In the foregoing examples, it is assumed that when the user wishes to remove their charging cable 106 from the charging station 104, it will be easy to do so. Unfortunately, the locking mechanisms 116 are not perfect, and may be rendered inoperable by power failure, component failure or foreign material, such as dust.

When this occurs, the user is unable to retrieve their charging cable 106, and the service provider must dispatch a technician to assist, and or replace the user's charging cable 106 at a later stage. Both options are time-consuming, inconvenient, and expensive.

One example of a locking mechanism 116 is shown in Fig. 4. The locking mechanism 116 shown comprises a solenoid 502 which is electronically activated by applying a voltage across the wires 504A, 504B. On activation, the solenoid 502 moves a locking pin 506 between a first position 508A in which the locking pin 506 sits in a locking recess 510 in the plug 304 and a second position 508B in which the locking pin 506 is removed from the locking recess 510 in the plug 304.

Use of a solenoid in the foregoing example should not be seen as limiting on the scope of the technology, and alternative locking mechanisms such as servomechanisms, electric motors, or electromagnetic actuators may be used as should be appreciated by those skilled in the art.

It should be appreciated that the locking pin 506 may or may not contact the locking recess 510 in the first position 508A. For example, the locking pin 506 may only contact the sides of the locking recess 510 if an attempt to withdraw the charging cable 106 occurs.

6.2.1. MANUAL LOCKING RELEASE SYSTEM

The present technology also includes a system which allows for the locking mechanism 116 to be manually released in the event of a failure such as component failure, power failure or a jamming failure due to foreign material. Alternatively, in the event that a service, maintenance, repair person or suitably authorised third-party such as a parking management officer, business owner or emergency services personnel requires the charging cable to be removed. One way of providing the manual release function is to use a locking mechanism 116 with a manual override or release 512. For example, a solenoid 502, servomechanism, electric motor or electromagnetic actuator with a manual override/release. Examples of manual override/release mechanisms should be known to those skilled in the art. For example, solenoids are available with manual overrides, spring loaded linkages can be used to manually disengage an actuator from a solenoid, servomechanism, electric motor or electromagnetic actuator.

In other examples, the locking mechanism 116 can include an actuator which is configured to act upon a locking component. The locking component then secures the charging cable 106 to the charging station 104. The manual override/release can then be configured to act upon the locking component, for example by displacing it laterally to release the charging cable 106 from the charging station 104. The locking component may be spring loaded so as to return to the locking position once the manual override has stopped being actuated.

In the example shown in Fig. 4, the manual override/release 512 is used to move the locking mechanism 116 from the first position 508A to the second position 508B. This manual override 512 is operable irrespective of whether the locking mechanism is latched in the locked position, or a current or voltage is applied to wires 504A, 504B which biases the locking mechanism into the locked position. In other words, as long as the override can be mechanically actuated (generally by applying a pushing or pulling force) the manual override is operable without requiring electronic control of the locking mechanism, power, any other control means. In this way, in the event of a failure, the user's charging cable 106 can be removed.

Flowever, it is undesirable for the manual override 512 to be easily accessible by a third-party as it could allow any passer-by to disconnect the charging cable 106 without the user's authorisation. Accordingly, a further feature of the present technology is to provide a secure system and method of providing access to the manual override 512.

6.2.1.1. SECURE MANUAL RELEASE SYSTEM

Referring now to Figs. 6A and 6B which show secure manual release systems in accordance with the present technology.

The system comprises a locking mechanism 116 for securing the charging cable 106 to the charging station 104. The locking mechanism 116 includes a manual override 512 as described in relation to the previous embodiments. Access to the manual override 512 is provided by a secure access point 601. In one example of the technology as shown in Fig. 6A, the secure access point 601 includes a secure compartment 602, and the manual override 512 is accessible within the secure compartment 602 by way of an extension 604, such as a rod, wire or cable.

While the secure compartment 602 shown in Fig. 6A is shown as being mounted on an external surface of the charging station 104, this should in no way be seen as limiting on the technology, and in alternative embodiments, the secure compartment may be flush with, internal to, or partially inside charging station 104.

Access to the manual override 512 is provided by at least one override locking mechanism 608. In the example shown the override locking mechanism 608 comprises a combination locking mechanism such as a rotary disc combination lock, push-button combination lock, single dial combination lock, or keypad.

Ideally the override locking mechanism 608 is a mechanical locking mechanism, or more preferably a locking mechanism which is able to operate in the absence of a power source. One advantage of using a mechanical locking mechanism is the ability to provide access to the manual override 512 in situations where the charging station 104 has lost power.

It should be appreciated that the use of a combination locking mechanism should not be seen as limiting on the scope of the technology, and in other examples of the technology, the override locking mechanism 608 can include an electronic locking mechanism. The electronic locking mechanism may optionally be provided with a backup power source, such as a battery which allows the locking mechanism to be actuated in the event that the charging station 104 loses power.

In further examples of the technology, the override locking mechanism 608 includes a plurality of locking mechanism. For example, a combination locking mechanism for public access, and a key lock for service or technician access. For example, the key lock may include a pin tumbler lock, a wafer tumbler lock or a tubular lock.

In the example shown in Fig. 6A the override locking mechanism 608 is configured to secure an access panel or door 606 to the secure compartment 602.

In the example shown in Fig. 5B the override locking mechanism 608 is operatively connected to the manual override 512. In this way, movement or unlocking of the override locking mechanism 608 may be configured to actuate the manual override 512. For example, unlocking, rotating, pulling, sliding, pressing or titling the override locking mechanism may be configured to actuate the manual override

512. In another example, unlocking the override locking mechanism may be configured to send an electrical signal to an actuator which in turn engages the manual override 512. For example, the electrical signal may actuate a solenoid, servomechanism, electric motor or electromagnetic actuator. It should be appreciated that where electrical signals are used, a backup power source such as a battery may be used to ensure that the manual override 512 is operable in the event of a power failure.

Fig. 7 shows an exemplary flow diagram which illustrates a method of activating the manual override 512. When a user is unable to retrieve their charging cable 106 from the charging station 104, the user can request a secure access code to the override locking mechanism 608. This can be done in a number of ways including: by calling or sending a text message to a help number, by requesting assistance through an application or webpage, or by requesting assistance through the user interface 108 on the charging station 104.

In another example of the technology, the user can request remote release of the charging cable 106 or override locking mechanism 608 using any one of the methods described herein.

The system can then validate the user's credentials to ensure that the person making the request for manual override access is a person who has recently used the charging station 104. In this way the system can make sure that the person requesting a charging cable 106 release or access to the manual override 512 is a person who is likely to have a jammed cable, and is not an attempt to take or disconnect another user's cable. For example, where the present technology is used in combination with the automated user authorisation technologies described herein, the system can confirm whether the user's charging cable 106 is presently connected to the charging station 104 before providing the access code to the user or remotely releasing the charging cable 106 or unlocking the override locking mechanism 608.

Similarly, the system can be configured to validate a third-party's credentials such as the credentials of a business owner, emergency services team, parking enforcement agent, or technician. These credentials may be pre-authorised by the system, or authorised on request, such as in a phone call to the system provider.

If the credentials do not match any recent user, or authorised third-party the system can deny access to the manual override 512 by simply not providing the access code or not remotely releasing the charging cable 106 or unlocking the override locking mechanism 608. Alternatively, further validation methods may be used such as a person-to-person call to discuss the circumstances of the request.

If the user is validated by the system, that is to say, the system believes it is likely that their cable is attached to the charging station 104, or they are an authorised third-party the access code can be provided. For example, the access code may be texted, verbally given, sent via an application, web-page, push notification or email. Alternatively, in some examples of the technology, the charging cable 106/override locking mechanism 608 may be remotely released.

Where an access code is provided, the access code can then be used to unlock the override locking mechanism 608 and access the secure compartment 602 and activate the manual override 512, or simply activate the manual override 512. This releases the charging cable 106 from the charging station 104. Once released the override locking mechanism 608 can be locked again.

In some examples of the technology, the override locking mechanism 608 is self-locking. For example, the access panel 606 is biased towards a closed position (for example using a spring), and when closed the override locking mechanism 608 is configured to revert to a locked state automatically.

In other examples of the technology, the secure compartment 602 is provided with a sensor which detects when the access panel door 606 is open. This information can be communicated by the communications system 112 to the service provider. The service provider can then get in contact with the user or third-party and remind them to secure the access panel door 606, or alternatively send a technician to close the access panel door 606.

In some examples, the system may be further configured to dispatch a technician, or schedule a technician visit after any given request for access to the override locking mechanism 608. The technician can then attend to repairing the locking mechanism 116, and optionally changing the access code. Furthermore, it may be advantageous for the access codes to be changed on a periodic basis as a further means to secure the secure compartments 602. For example, the access codes may be changed during scheduled servicing of the charging station 104.

In examples of the technology, the access code may be configured to change periodically, or for example after each time it is provided or accessed. In the examples of mechanical locking mechanisms, the code may be changed by a technician using any of the techniques known in the art. Where the access code is electronic (such as a keypad) the access code may be updated remotely.

Where the foregoing technology is used in a network of charging stations 104, it is desirable for each charging station 104 to use different access codes, in this way a user who is provided access to the secure compartment 602 on one charging station 104 does not get access to any manual overrides 512 on any other charging stations 104. 6.3. GLOSSARY OF TERMS

Electric Vehicle - This includes any vehicle with a power source that requires charging, such as cars, buses, bicycles, scooters, trains, trams, ferries, boats, planes etc. It should be appreciated that the technology includes hybrid plug-in electric vehicles as well as pure electric vehicles. Charging Station - The structure, which is configured to provide the charging current to the electric vehicle.

Charging Cable - The cable which facilitates the transfer of electric energy between an electric vehicle and charging station during charging.

User interface - A means by which a user can interface or interact with a device, such as using buttons, dials, touchscreen displays, etc.

Communications System - The system that provides a wired or wireless connection to the internet or some other server. Typical examples include Wifi, Ethernet and Fibre connections, together with the modems and routers which facilitate communication over same.

Remote Server - A server which is located away from the charging station itself, such as a server accessible via the internet or any other public or private network.

Locking mechanism - A mechanism which is used to lock an charging cable to a charging station during use.

Unique Identifier - A piece of information used to uniquely identify a user, account or charging cable.

Plug - The connector located on the end of a charging cable which connects to the charging station and/or electric vehicle.

Scanning Device - A device configured to read the unique identifier.

Charging Socket - A socket configured to receive the plug to facilitate charging of the electric vehicle.

Locking Pin - A component of the locking mechanism configured to prevent removal of a charging cable while the locking mechanism is in a locked state. Locking Recess - A recess on the plug which is configured to prevent removal of the charging cable while the locking mechanism is in a locked state.

Manual Override - A feature which allows for the locking pin position to be overridden, irrespective of whether the locking mechanism is being electronically driven to the locked state. Secure access point - part of the charging station which in use allows a user to operate the manual override, this is generally secured against unauthorised use using an override locking mechanism.

Compartment - In some examples of the technology the secure access point includes a compartment (which may be locked) that provides access to a means or device for activating the manual override. Extension - A connection between the manual override and the secure access point.

Override locking mechanism - A locking mechanism configured to restrict unauthorised use of the manual override in use.

6.4. DISCLAIMERS

The foregoing technology may be said broadly to consist in the parts, elements and features referred to or indicated in the specification of the application, individually or collectively, in any or all combinations of two or more of said parts, elements or features.

Aspects of the present technology have been described by way of example only and it should be appreciated that modifications and additions may be made thereto without departing from the scope thereof as defined in the appended claims.