ISO 15118-1:2013

INTERNATIONAL ISO
STANDARD 15118-1
First edition
2013-04-15
Corrected version
2013-10-01
Road vehicles — Vehicle to grid
communication interface —
Part 1:
General information and use-case
definition
Véhicules routiers — Interface de communication entre véhicule et
réseau électrique —
Partie 1: Informations générales et définition de cas d’utilisation

Reference number
©
ISO 2013
© ISO 2013
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ii © ISO 2013 – All rights reserved

Contents Page
Foreword .iv

Introduction .v

1 Scope . 1

2 Normative references . 1

3 Terms and definitions . 2

4 Symbols and abbreviated terms . 9

5 Requirements .10
5.1 Communication concept .10
5.2 General considerations .11
5.3 User-specific requirements .11
5.4 OEM-specific requirements.12
5.5 Utility-specific requirements .13
6 Actors.14
6.1 General .14
7 Use Case Elements .15
7.1 General .15
7.2 Start of charging process [A] .17
7.3 Communication set-up [B] .20
7.4 Certificate handling [C] .20
7.5 Identification and Authorization [D].23
7.6 Target setting and charging scheduling [E] .29
7.7 Charging controlling and re-scheduling [F] .36
7.8 Value Added Services [G] .42
7.9 End of charging process [H].43
Annex A (informative) Charging infrastructure architecture .45
Annex B (informative) Security .55
Annex C (informative) Examples of charging scenarios derived from the use case elements .60
Bibliography .65

Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards

bodies (ISO member bodies). The work of preparing International Standards is normally carried out

through ISO technical committees. Each member body interested in a subject for which a technical

committee has been established has the right to be represented on that committee. International
orga nizations, governmental and non-governmental, in liaison with ISO, also take part in the work.
ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of
electrotechnical standardization.

The procedures used to develop this document and those intended for its further maintenance are

described in the ISO/IEC Directives, Part 1. In particular the different approval criteria needed for the
different types of ISO documents should be noted. This document was drafted in accordance with the
editorial rules of the ISO/IEC Directives, Part 2. www.iso.org/directives
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. ISO shall not be held responsible for identifying any or all such patent rights. Details of
any patent rights identified during the development of the document will be in the Introduction and/or
on the ISO list of patent declarations received. www.iso.org/patents
Any trade name used in this document is information given for the convenience of users and does not
constitute an endorsement.
The committee responsible for this document is ISO/TC 22, Road vehicles, Subcommittee SC 3, Electrical
and electronic equipment.
ISO 15118-1 was developed in cooperation with IEC TC 69, Electric road vehicles and electric industrial trucks.
ISO 15118 consists of the following parts, under the general title Road vehicles — Vehicle to grid
communication interface:
— Part 1: General information and use-case definition
— Part 2: Network and application protocol requirements
— Part 3: Physical and data link layer requirements
The following parts are under preparation:
— Part 4: Network and application protocol conformance test
— Part 5: Physical layer and data link layer conformance test
This corrected version of ISO 15118-1:2013 incorporates the following correction:

— The ISO/IEC double logo was added to the cover page.
iv © ISO 2013 – All rights reserved

Introduction
The pending energy crisis and the necessity to reduce greenhouse gas emissions have led vehicle

manufacturers to make a very significant effort to reduce the energy consumption of their vehicles.

They are presently developing vehicles partly or completely propelled by electric energy. Those vehicles

will reduce the dependency on oil, improve global energy efficiency and reduce the total CO emissions
for road transportation if the electricity is produced from renewable sources. To charge the batteries of
such vehicles, specific charging infrastructure is required.

Much of the standardization work on dimensional and electrical specifications of the charging

infrastructure and the vehicle interface is already treated in the relevant ISO or IEC groups. However,

the question of information transfer between the vehicle, the local installation and the grid has not been
treated sufficiently.
Such communication is beneficial for the optimization of energy resources and energy production systems
as vehicles can recharge at the most economic or most energy-efficient instants. It is also required to
develop efficient and convenient payment systems in order to cover the resulting micro-payments. The
necessary communication channel may serve in the future to contribute to the stabilization of the electrical
grid as well as to support additional information services required to operate electric vehicles efficiently.

INTERNATIONAL STANDARD ISO 15118-1:2013(E)

Road vehicles — Vehicle to grid communication interface —

Part 1:
General information and use-case definition

1 Scope
ISO 15118 specifies the communication between Electric Vehicles (EV), including Battery Electric
Vehicles and Plug-In Hybrid Electric Vehicles, and the Electric Vehicle Supply Equipment (EVSE). As the
communication parts of this generic equipment are the Electric Vehicle Communication Controller (EVCC)
and the Supply Equipment Communication Controller (SECC), ISO 15118 describes the communication
between these components. Although ISO 15118 is oriented to the charging of electric road vehicles, it is
open for other vehicles as well.
This part of ISO 15118 specifies terms and definitions, general requirements and use cases as the basis
for the other parts of ISO 15118. It provides a general overview and a common understanding of aspects
influencing the charge process, payment and load levelling.
ISO 15118 does not specify the vehicle internal communication between battery and charging
equipment and the communication of the SECC to other actors and equipment (beside some dedicated
message elements related to the charging). All connections beyond the SECC, and the method of message
exchanging are considered to be out of the scope as specific use cases.
NOTE 1 Electric road vehicles specifically are vehicles in categories M (used for carriage of passengers) and
N (used for carriage of goods) (compare ECE/TR ANS/WP.29/78 ev.2). This does not prevent vehicles in other
categories from adopting ISO 15118 as well.
NOTE 2 This part of ISO 15118 is destined to orientate the message set of ISO 15118-2. The absence of any particular
use case in this part of ISO 15118 does not imply that it shall not put into practice, with the required messages.
NOTE 3 This part of ISO 15118 and ISO 15118-2 are designed to work independent of data transfer medium
used. However, this series of documents are made for fitting the specified data link layers in the corresponding
documents in this series.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated

references, the latest edition of the referenced document (including any amendments) applies.
IEC 60050, International electrotechnical vocabulary
IEC 61851-1, Electric vehicle conductive charging system — Part 1: General requirements
ISO/TR 8713, Electrically propelled road vehicles — Vocabulary
ISO 15118-2, Road vehicles — Vehicle to grid communication interface — Part 2: Network and application
protocol requirements
ISO 15118-3, Road Vehicles — Vehicle to grid communication interface — Part 3: Physical and data link
layer requirements
3 Terms and definitions
For the purposes of this document, the terms and definitions given in ISO/TR 8713 and the following apply.

3.1
actor
entit y which characterizes a role played by a user or any other system that interacts with the subject

3.2
amount of energy for charging
energy required by the EV until the departure time has been reached or the battery’s SOC is at 100 %

Note 1 to entry: This might include the amount of energy the EV consumes for other vehicle features than solely
charging the battery.
3.3
authentication
procedure between EVCC and SECC or between USER and EVSE or SA, to prove that the provided
information (see identification) is either correct, valid, or it belongs to the EVCC, the USER or the SECC
3.4
authorization
procedure for EVSE to verify if EV is allowed to be charged
3.5
basic signalling
physical signalling according to the pilot function provided by IEC 61851-1, Annex A
3.6
Battery Management System
BMS
electronic device that controls or manages the electric and thermal functions of the battery system and
that provides communication between the battery system and other vehicle controllers
3.7
certificate
electronic document which uses a digital signature to bind a public key with an identity
Note 1 to entry: ISO 15118 describes several certificates covering different purposes (e.g. Contract Certificate
including the contract ID and OEM Provisioning Certificates)
3.8
charger
power converter that performs the necessary functions for charging a battery

3.9
charging control
function that confirms the maximum charge current which is allowed to be drawn from EVSE based on
charging schedule
Note 1 to entry: Actual charge current to the battery should be controlled by BMS. It is not in scope of ISO 15118.
3.10
charging scenario
combination of use case elements to fulfil a specific charging use case
3.11
charging schedule
scheme which contains the power limits for charging the EV for a specific time
Note 1 to entry: The EV should apply the negotiated limits as close as possible, to allow power balancing for the DSO
2 © ISO 2013 – All rights reserved

EXAMPLE The schedule is calculated based on target setting, sales tariff table and grid schedule information,

respecting the corresponding current limitations, i.e. using the lowest current value.

3.12
charging session
time between the beginning (connection of the cable) and the end (disconnection of the cable) of a
charging process
Note 1 to entry: During a charging session the EV may have none, one, or many periods of charging the battery,

doing pre-conditioning or post-conditioning.

3.13
contactor
electrically controlled switch used for switching a power circuit
Note 1 to entry: Unlike a circuit breaker, a contactor is not intended to interrupt a short circuit current.
Note 2 to entry: As far as communication is concerned the contactor occurs as a trigger for the power supply.
3.14
contract ID
contract IDentification of the contract that is used by the SECC or secondary actor to enable charging
and related services (including billing)
Note 1 to entry: The contract ID is associated with the electricity consumer and may be vehicle-specific or
customer-specific. The customer can e.g. be the driver, the owner of the vehicle.
3.15
credential
document attesting the permission of the EV to be charged
3.16
demand and prognosis
function that covers the collection of grid and local installation limits which applies to the actual
charging process
EXAMPLE Sales tariff table containing a price, CO content and percentage of renewable energy information
vs. time based on grid, energy production, energy demand and customer contract information, along with an
optional contract-based current limitation. Grid schedule containing a current vs. time limitation at the specific
EVSE due to local installation and local electricity demand situation.
3.17
Demand Clearing House
DCH
entity for grid negotiation that provides information on the load of the grid

Note 1 to entry: The demand clearing house mediates between two clearing partners: a SECC and the part of the
power grid connected to this SECC. Most likely this function will be served by a system operator.
Note 2 to entry: Demand clearing house and meter operator may exchange information with each other as well as
with other actors.
EXAMPLE A DCH typically fulfils following tasks:
— Collect all necessary information from all parts of the power grid, e.g. current or forecasted load of
local transformers, distribution grid, power substation, transmission grid, transmission substation,
power plants (including renewable energies), and predicted charging schedules submitted by EVCCs.
— Consolidate the collected grid information to a “grid profile” and offer it to SECCs/EVCCs.
— Provide charging schedule proposal for the connected EV to the requesting SECC based on the
collected grid profile.
— Inform the SECC as to the necessity for an updated charging schedule if the grid profile has changed.

— On the contrary, the SECC will inform the demand clearing house if the EV’s charging schedule has

changed.
3.18
departure time
point in time when the user intends to unplug the car and/or leave the charging location

3.19
Distribution System Operator
DSO
entity responsible for the voltage stability in the distribution grid (medium- and low-voltage power grid)
Note 1 to entry: Electricity distribution is the final stage in the physical delivery of electricity to the delivery point
(e.g. end user, EVSE or parking operator).
Note 2 to entry: A distribution system network carries electricity from the transmission grid and delivers it to
consumers. Typically, the network would include medium-voltage power lines, electrical substations and low-
voltage distribution wiring networks with associated equipment. Depending on national distribution regulations,
the DSO may also be responsible for metering the energy (MO).
3.20
E-Mobility Operator
entity with which the customer has a contract for all services related to the EV operation
Note 1 to entry: Typically the E-Mobility Operator will include some of the other actors, like spot operator or
Electricity Provider, and has a close relationship with the distribution system operator and meter operator. An
OEM or utility could also fulfil such a role.
Note 2 to entry: The E-Mobility Operator validates contract IDs from his customers, which were received either
from the E-Mobility Operator Clearing House, other E-Mobility Operators or spot operators he is in relation with.
Note 3 to entry: The E-Mobility Operator issues contract IDs to his customers.
3.21
E-Mobility Operator Clearing House
EMOCH
entity mediating between two clearing partners to provide validation services for roaming regarding
contracts of different E-Mobility Operators for the purpose of
— collecting all necessary contract information like contract ID, E-Mobility Operator, communication
path to E-Mobility Operator, roaming fees, begin and end date of contract, etc.,
— providing SECC with confirmation that an E-Mobility Operator will pay for a given contract ID
(authorization of valid contract),

— transferring a Service Detail Record (SDR) after each charging session to correct E-Mobility Operator
and Electricity Provider of the identified contract.
Note 1 to entry: E-Mobility Operator Clearing House, E-Mobility Operator and meter operator may exchange
information with each other as well as other actors.
3.22
Electric Energy Meter
EEM
equipment for measuring electrical energy by integrating power with respect to time, which complies
with IEC 62052-11 and IEC 62053-21, IEC 62053-52
Note 1 to entry: Some use cases need the amount of electric energy measured by the electric energy meter and
communicated through the SECC to the EVCC, while other scenarios do not need a separate electric energy meter.
The EV may get this information and use it according to the OEM’s intentions
4 © ISO 2013 – All rights reserved

3.23
Electricity Provider
EP
body of secondary actor to provide electricity

3.24
Electric Vehicle
EV
any vehicle propelled by an electric motor drawing current from a rechargeable storage battery or
from other portable energy storage devices (rechargeable, using energy from a source off the vehicle

such as a residential or public electric service), which is manufactured primarily for use on public

streets, roads or highways
3.25
Electric Vehicle Communication Controller
EVCC
embedded system, within the vehicle, that implements the communication between the vehicle and the
SECC in order to support specific functions
Note 1 to entry: Such specific functions could be e.g. controlling input and output channels, encryption, or data
transfer between vehicle and SECC.
3.26
Electric Vehicle Supply Equipment
EVSE
conductors, including the phase(s), neutral and protective earth conductors, the EV couplers, attached
plugs, and all other accessories, devices, power outlets or apparatuses installed specifically for the
purpose of delivering energy from the premises wiring to the EV and allowing communication between
them as necessary
3.27
Electronic Control Unit
ECU
unit providing information regarding the vehicle
3.28
energy transfer type
element which allows the EV to select its desired energy transfer type in case both the EVSE and EV
support multiple charging types and different plugs and sockets according to IEC 62196
3.29
EVSE ID
unique identification of the charging spot

Note 1 to entry: The SECC provides the EVSE ID. This ID includes the EVSE operator ID and the power outlet ID,
issued by the EVSE operator.
3.30
EVSE operator
actor for managing and maintaining the charging spot
3.31
External Identification Means
EIM
any external means that enable the user to identify his contract or the car
EXAMPLE NFC, RFID, SMS.
3.32
Fleet Operator
FO
person or legal entity operating several EVs and who may have the contracts with the E-Mobility Operator

3.33
grid schedule
func tion which sets the power level at a specific time based on the local grid situation

Note 1 to entry: Parameters to calculate grid schedule are e.g. local grid demand and supply situation, actual

and forecast.
3.34
High Level Communication
HLC
bi-directional digital communication using protocol and messages and physical and data link layers
specified in ISO 15118 series
Note 1 to entry: High Level Communication in ISO 15118 is compliant with the term digital communication in
SAE J1772/2836/2847/2931.
3.35
Human Machine Interface
HMI
interface allowing the vehicle user to receive information relative to the charging process and provide
input to the charging system
Note 1 to entry: All information from a user (input) or displayed to a user (output) will be performed through an HMI.
Note 2 to entry: The HMI could be implemented as a function of the EV, EVSE, mobile phone, etc.
3.36
identification
procedure for EVCC or USER to provide its identifying information for the purpose of authorization,
mostly to provide its capability for payments, such as Contract Certificate, credit card number, etc.
and/or procedure for SECC to provide EVSE ID to EVCC
Note 1 to entry: For simplicity reasons, within the ISO 15118 series the term identification includes also the
authentication of the provided identifying information, i.e. this information is correct, or it belongs to the EVCC,
the USER or the SECC.
3.37
level selector
function to select the lowest value among the sales tariff table, grid schedule and local physical limit, and
feeds to scheduling function
Note 1 to entry: This function may be implemented in EV or EVSE.
3.38
Meter Operator
MO
body having the legal responsibility for the installation and maintenance of the Electric Energy Meter (EEM)
3.39
Original Equipment Manufacturer
OEM
producer who manufactures products or components that are purchased by a company and retailed
under that purchasing company’s brand name
Note 1 to entry: OEM refers to the company that originally manufactured the product.
6 © ISO 2013 – All rights reserved

Note 2 to entry: When referring to automotive parts, OEM designates a replacement part made by the manufacturer

of the original part.
3.40
paying unit
PU
device on EVSE side that offers payment methods

EXAMPLE Payment methods: EIM, cash, credit cards, etc.

Note 1 to entry: If the EVCC normally chooses a payment method, then the paying unit indicates to the SECC
whether the customer is authorized or not.

3.41
pilot function
any means, electronic or mechanical, that ensures the conditions related to the safety or the transmission
of data required for the mode of operation, compliant with IEC 61851-1
3.42
Plug and Charge
PnC
identification mode where the customer just has to plug their vehicle into the EVSE and all aspects of
charging are automatically taken care of with no further intervention from the driver
Note 1 to entry: The aspects of charging may include load control, authorization and billing.
3.43
power outlet
socket outlet or, in the case of a fixed cable, connector, that provides power to the EV, typically to be
installed with the fixed wiring
3.44
power outlet ID
unique identification of the power outlet to the vehicle
3.45
primary actor
entity involved directly in the charging process
3.46
Pulse Width Modulation
PWM
pulse control in which the pulse width or frequency, or both, are modulated within each fundamental
period to produce a certain output waveform

3.47
sales tariff table
function of price related information over time
— Sales tariff table provides input for calculating a charging schedule.
— Sales tariff table shall be issued by a secondary actor, e.g. Electricity Provider or mobility operator.
— Sales tariff table should reflect “supply and demand balance of the Electricity Provider” and “usage of green
energy” (e.g. wind mill, photovoltaic).
— Information of the chosen tariff should be included in Service Detail Record.
— Sales tariff table can be updated periodically. It may differ by country or Electricity Provider.
— There may be multiple Sales tariff tables existing for one customer.
— Sales tariff table information should be constructed in such a way that normal fluctuations on the grid side
will not lead to an insufficiently charged EV or cost increase.
— The contract-based current limitation might vary over time, e.g. lower value during daytime and higher value

during the night.
3.48
seco ndary actor
entit y involved indirectly in the charging process

Note 1 to entry: Secondary actors may exchange information between each other.

Note 2 to entry: Secondary actors could also be a single entity.

3.49
semi online
status where the SECC or any other device in general has the ability to go online, but being online is not
required synchronously to the referring use case(s)
3.50
Service Detail Record
SDR
data package of a charge or service related session with all necessary information that an E-Mobility
Operator needs for billing or for informing the customer about the session
Note 1 to entry: Some data may be sent from EVSE. Some data originally owned by E-Mobility Operator Clearing
House. Some data may be created at E-Mobility Operator Clearing House. Some records to be sent to E-Mobility
Operator for billing or informing their customers.
3.51
service provider
secondary actor which offers value-added services to customers throughout the EVSE operator
Note 1 to entry: Contract ID may be used for activation.
3.52
Supply Equipment Communication Controller
SECC
entity which implements the communication to one or multiple EVCCs according to ISO 15118-2 and
which may be able to interact with secondary actors
Note 1 to entry: Further details regarding possible architectures are given in Annex A.
Note 2 to entry: Functions of a supply equipment communication controller may control input and output channels,
data encryption, or data transfer between vehicle and SECC.
3.53
target setting
function which covers the following user demand-related information:
— departure time;
— amount of energy required for charging or available for discharging;
— charging schedule;
— energy transfer type
3.54
trigger
event that will start or be a condition in the use case
8 © ISO 2013 – All rights reserved

3.55
use case
description of a system’s behaviour as it responds to a request that originates from outside that system

Note 1 to entry: In systems engineering, a use case describes “who” can do “what” with the system in question.
The use case technique is used to capture a system’s behavioural requirements by detailing scenario-driven
threads through functional requirements.

Note 2 to entry: The term charging scenario is used simultaneously to the term use case within this document.

3.56
Value-Added Services
VAS
elements not directly needed for the pure charging of the EV
3.57
vehicle coupler
means of enabling the manual connection of a flexible cable to an EV for the purpose of charging the
traction batteries, consisting of two parts: a vehicle connector and a vehicle inlet
3.58
Vehicle to Grid
V2G
plug-in electric vehicle interaction with the electric grid, including charging as well as discharging and
bi-directional communication interface
Note 1 to entry: The first part of this definition is excerpted from the scope of the V2G Domain Expert Working
Group, SGIP, NIST.
3.59
vehicle user
person or legal entity using the vehicle and providing information about driving needs and consequently
influencing charging patterns
Note 1 to entry: Driving needs, such as range and time of availability, are necessary to achieve the most appropriate
charging scenario.
4 Symbols and abbreviated terms
BMS Battery Management System
DCH Demand Clearing House
ECU Electronic Control Unit
EEM Electric Energy Meter
EIM External Identification Means
EMOCH E-Mobility Operator Clearing House
EP Electricity Provider
EV Electric Vehicle
EVCC Electric Vehicle Communication Controller
EVSE Electric Vehicle Supply Equipment
FO Fleet Operator
GW Gateway
HAN Home Area Network
HLC High Level Communication
HMI Human Machine Interface
LAN Local Area Network
MO Meter Operator
OEM Original Equipment Manufacturer
PLC Power Line Communication
PnC Plug and Charge
PU Paying Unit
PWM Pulse Width Modulation
RCD Residual Current Device
SDR Service Detail Record
SECC Supply Equipment Communication Controller
USER Vehicle User
VAS Value-Added Services
V2G Vehicle to Grid
5 Requirements
5.1 Communication concept
The requirements of ISO 15118-1 form the basic framework for all use cases descriptions and related
documents in the ISO 15118 series. Communication in the context of this standard could be differentiated
into two concepts called ‘basic signalling’ and High Level Communication. ISO 15118-1 and ISO 15118-2
specify High Level Communication. High Level Communication shall be used to enable features like
identification, payment, load levelling and value-added services. The relations between these two

concepts are specified in ISO 15118-2 and ISO 15118-3. In the context of ‘Basic signalling’ items such as
vehicle states, control pilot handling for safety and initialization of the charging process are defined (see
also subclause 3.25).
In case of AC charging, the EV performs the charging control itself. In case of DC charging, the charger
located in the EVSE performs the charging control.
Information exchange with High Level Communication only occurs if both EV and EVSE are equipped
with a High Level Communication device.
Several options shall be considered. The interoperability between EVs and EVSEs that implement the
different options is described in subclause 7.3:
— On the EVSE side:
— EVSE does not support High Level Communication;
— EVSE supports High Level Communication;
10 © ISO 2013 – All rights reserved

— EVSE requires High Level Communication.

— On the EV side:
— EV does not have any High Level Communication means;

— EV supports High Level Communication;

— EV requires High Level Communication.

There are some combinations requiring timeout handling due to the initial mismatch of communication
capabilities. This timeout duration ensures that the overall initialization duration does not exceed a

user-acceptable period of time. Timeouts are defined in ISO 15118-2 and ISO 15118-3.

5.2 General considerations
The following general requirements build the basis for defining the use cases elements described in clause 7:
— The mechanisms defined in ISO 15118-3 shall be used for associating each EVCC to its
corresponding SECC.
— Some data communication between EV and the secondary actor is confidential. Appropriate
cryptography has to be applied to protect the data exchanged between the EV and the secondary actor.
— Communication data shall be protected against modification or imitation (hacking).
— Electric energy offered by the spot operator shall either be measured specifically in the EVSE (if
separate billing is required) or shall be part of the overall energy consumption.
The billing principles, e.g. per hour, are defined by the E-Mobility Operator and will be included in the
contractual agreement between Operator and customer.
NOTE 1 ISO 15118-2 describes the security threat scenarios against which protective measures are implemented.
NOTE 2 The electric energy offered may also be included in other fees (e.g. a parking fee).
NOTE 3 National regulations require the usage of a certified meter for the measurement of the supplied
energy in kWh.
NOTE 4 There is no direct communication from the EVCC to a smart meter defined within this standard. Meter
data will be exchanged between the EVCC and the SECC depending on the Use Case. The communication between
SECC and the smart meter is outside the scope of this standard.
5.3 User-specific requirements

5.3.1 Reliability, availability, error handling and error reporting
The charging shall
— be completed by a predetermined point in time;
— in the case of any exceptional circumstances, i.e. if the charging schedule cannot be met and the
EV cannot be recharged by the announced point in time, a specified error reporting procedure to
inform the user should be triggered as soon as possible (see ISO 15118-2);
If there is a negotiation process for the charging schedule e.g. because of the load levelling needs of the
electrical grid, the protocol shall implement methods to indicate whether the target setting values could
be fulfilled or not.
In the event that the requested charging schedule can’t be fulfilled, a re-negotiation of the charging
schedule shall be initiated for alternatives.
EV manufacturers or E-Mobility Operators can choose suitable methods to inform their customers about

unexpected differences from the negotiated charging schedule.

Any error should be detected and controlled either by the EVSE or the EV. Error handling is performed

according to ISO 15118 and IEC 61851-1.

5.3.2 Protection of privacy
Private information and user data shall only be readable by the intended addressees.

Private information shall be transferred only when necessary.

5.4 OEM-specific requirements
A charging schedule is calculated either by a secondary actor, the EVSE or the EV, based on information from
the user, charging spot and energy grid and is transferred back to the grid to allow the planning of other EVs.
EVCC and SECC shall provide the possibility to adapt the charging schedule from either side if required.
NOTE 1 It is possible to divide the charging schedule into different phases like charging postponement,
charging process interruption and charging in progress.
NOTE 2 Electrical or physical limits of the installation (EVSE and electrical wiring) have higher priority than
the requested charging schedule.
To store certificates or other user-/customer-specific information related to the charging process in the
EV, the following requirements shall be fulfilled (for additional information see Annex B):
a) It shall be possible over the lifetime of the EV to change customer-specific information under the
following circumstances:
— at EV production;
— at EV delivery to customer resp. start of EV usage;
— when energy contract is changed by the customer;
— when certificate expires;
— if EVCC or the component which stores the user-/customer-specific data will be replaced in a
workshop;
— when vehicle is discarded;
— when vehicle is stolen.
b) the following requirements and process boundary conditions need to be fulfilled by any type of
customer-related data:
— Limited storage and processing capacity available at a control unit for EV-specific data or
certificates.
— Since the production of the EV may happen months before delivery to a customer, no data
specific to the future customer nor contract can be written at production time.
— Installing of an OEM provisioning certificate at production time is possible.
— EVs may be used for more than 20 years.
— Maintenance of an EV at independent workshops should be possible.
12 © ISO 2013 – All rights reserved

5.5 Utility-specific requirements

5.5.1 Power limiting for grid control or local energy control

The SECC shall inform the EVCC of the maximum available power level to optimize local grid energy

usage. The EVCC shall also signal the maximum power level required to the SECC.

The support of ISO 15118 by EVs shall not prevent the usage of basic signalling in case the charging spot

does not support High Level Communication (see Table 2 for details).

NOTE For optimized grid usage, an EVCC may offer information about the estimated required energy and the

available time. This information allows scheduling for an optimal charging schedule, as well as the possibility of

re-scheduling.
5.5.2 Current limiting for EVSE protection
The maximum nominal current provided by the EVSE shall not exceed the ratings of the spot, the supply
rating and the ratings of the attached cable assembly.
The SECC shall indicate to the EVCC the maximum nominal current that can be supplied to the EV. The
current indication shall correspond to the current that can be supplied without overloading the local
installation.
If the EV permanently exceeds the limits indicated by the EVSE during the charging process, the
EVSE shall interrupt the charging process using predefined routines of ISO 15118-2 and, in case of an
emergency, basic signalling routines.
5.5.3 Authorization of charging services
The EVSE identifies itself to the EV and performs authorization to check if the EV is allowed to be charged.
Typically, EVSE allows charging if EV or USER provides the mechanism for payment. For this purpose,
EVCC may present Contract Certificate, or USER present some credit card/debit card, or deposit some
cash at EVSE.
In case of authorization using Contract Certificate, the protocol shall allow the exchange of contract
relevant information between EVCC and SECC.
The validation of the contract relevant information shall be achieved by an indication of acceptance or
non-acceptance between the vehicle, the EVSE and, if needed, the user. It shall be managed in a way that
misuses are prevented.
In case of USER presenting payment relevant information at the EVSE such an exchange of information
is not applicable.
EXAMPLES Parking information (to integrate charge into parking fees), EIM, debit/credit card, cash,
mobile payment.
5.5.4 Retrofitting
In order to allow the upgrading of existing charging stations (EVSEs) by adding a component, the High
Level Communication systems shall be defined in a way that an upgrade of existing infrastructure in
compliance with ISO 15118 is possible.
Furthermore, in case the new component does not fully integrate the existing components in the EVSE
(separated Control Pilot / SECC architecture), the newly installed SECC shall know and process the
physical limits of the EVSE as well.
6 Actors
6.1 General
Figure 1 — Overview with examples of participating actors in the overall scenario
Figure 1 shows all primary and secondary actors as well as their trigger functions that may be involved
directly or indirectly in the charging procedure of ISO 15118. The use case element descriptions in
clause 7 will incorporate, where applicable, those actors and functions.
Primary actors are directly involved in the charging process. The information flow between EVCC and
the SECC shall be specified according to all layers of the Open Systems Interconnection (OSI) reference
model in accordance with ISO 7498.
The vehicle user (USER) plays an important role in the full context of charging EVs using the charging
infrastructure. For implementing EVSE’s it is crucial to understand this role and the interactions
between the charging system and the vehicle USER. However, this standard is not intended to establish
requirements relative to USER behaviour. Whenever the term ‘USER’ is used in this standard as the subject

of a requirement this is rather meant to provide guidance for the implementer of the standard how a USER
can behave and how a user should be guided by any means than defining the exact behaviour of the USER.
Although this standard does not specify the protocol between the primary actors and a secondary actor,
there are messages defined in ISO 15118-2, which include elements to exchange data between these actors.
NOTE 1 Secondary actors may be involved in the charging process due to supplying information to the EVCC
needed for the charging proce
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