ISOF Feasibility Analysis of Electric Vehicle Charging Infrastructure Deployment in India ajar khan Traneparaton @ARET) waprauhinan798@gmalcom Ear ot arenes Traneparaon (©ARET) 2MU Alga ia ‘utanahes@zcetacie Abstract: Rlsing pollion is a cause of major concem for th Indian ees. Extensive reliance on 1C engine bared vehicles a the principal means of transport has raised serious envronerial foneems, To address the ongoing problem, tere ls increased femphasis on developing high eficien, emission free means of \rangport Keeping tis n view elected hybrid vehicies appa be the best allematives for replacing the conventional vehicles. But wido adoption of elect vohicis wl roqure resiéental 35 well public charging inastcture analogues to pettol pups. Level 1,2 land fest EV charging stations have been installed in various courte in to werd. A dotalod exporaton is required to develop a sitar fustomized inastructre for he Indian marke, This work proves 8 dotaled over ofthe varoustechnalog in terms of power quay, power slocrnic and energy manegement options optimal feasible in India. Recent polcis and intatves taken bythe Government are also presented inthis paper. Keywords : Charging nastucture: lect Vehicles; Smart Grd: ‘Smart Charging Management |. Introduction ‘The ongoing Smart City endeavor in India has to address challenges including air pollution, inereasing greenhouse gas emissions and rising risks of energy security. Many cities in India have extremely high levels of urban air polfution in the form of oxides of earbon, sulphur, and nitrogen [1] Transport sector is the major contributor to the environmental pollution accounting for about 51% of pollution of India as shown in Fig, 1 and in urban areas this figure goes to 75-80%, There is growing interest in altcmative fucl vehicles, particularly in electric vehicles (EVs) to minimize the negative impact of transport sector on environment, EVs have not gained wide acceptance among customers inthe past. However, technological advancements, particularly inthe field of battery technology have made EVs attractive tothe customers. EVs have started penetrating the automotive market in many Indian cities. However, large seale deployment of EVs in India largely depends on the availability of EV charging inffastructure which includes slow charging stations (Level I/Level 2) for home charging and fast charging stations situated in public places for commercial charging, sort Treat CAREN) ‘uel 1Coggralicon Mona sau Alan Atay Ang Taroperaion CARET) at 90, Agar Ina stshayQindaama ancaam@ztoatacn arg ME Agriculture EEE Domestic Commercial& Others HE Industry (Transport 31% 14% 13% % 18% Figure 1: Air Pollution caused by diferent sectors in Inia (2] 1, Building Blocks of EV Charging Infrastructure EV charger is an integral part of the charging infrastructure Charging time of EV is closely associated with the charger characteristics. Charger should be efficient, with high power density, ow weight, and low volume. An EV charger must draw utility current with low distortions so that there js minimum impact on the power quality of grid. With ‘conventional rectifiers, a large proportion of low onder harmonics are injected in the source current due to which power factor decreases. Poor power factor leads to inefficient utilization of volt-ampere rating. To mitigate these adverse effects, power factor correction circuits are used with the converters, Numerous conttol techniques and circuit topologies have been developed to achieve power factor ccorection. Table I gives the comparison beoween different converter topologies on the basis of power rating, capacitor ripples, input distortion, efficiency, and cost. ISGW 2017: Compendium of Technical Paper 123,Table I: EV Converter Topologies [4] Topotoay | Conventional | Phase- | ieeaved | Brigpeless oot shies intereaves bridges Power | <7 eRW capaciy Output | High wedum flew | Low ripe. Input | igh Wadi flow | Low fpples Eticency | Poor Best___| Far Best Cost [Low Medium | Mexium | Hint 4. Power levels of charging On the basis of charging power levels, EV charging can be classified as Level 1 charging, Level 2 charging, Level 3 charging and DC fast charging. Level | charging isthe slowest mode of charging which requites 120V/15A [3], single phase supply and 11772 EV connector fo connect withthe EV port. It usually takes place at home or garage. Level 2 charging is used for both public and private applications. I uses dedicated supply equipment which is connected to 208V or 240V outlet, Level 3 and fast DC charging are used for commercial applications which take place at public places ike highways, city fueling points, similar to gas stations Table II gives the description of various charging levels based on charging time, power and voltage levels, range obtained in per hour of charging and charger location. B. Standards off V charging Organizations suchas International Electro. technical Commission (IEC), Society of Automotive Enginoers (SAE), Institute of Electrical and Electroaies Engineers Standards Association (IEEE-SA), Japan Electric Vehicle Standards GEVS), Infastructure Working Council (WC) ete. have prepared codes and standards for development of EV charging inirastructure, Some ofthe standards ae listed in Table II . On-board and Off-board EV charging topologies EV chargers can be classified as on-board and off-board chargers, with unidirectional and bidirectional power flow capabilities. A charger with bidirectional capability allows charging from the grid as well as energy injection back to the grid. ‘On-board chargers ate restricted by size and weight limitation due to limited space on the vebiele, while there is no suc limitation for off-board chargers. Off- board chargers are used for fast charging, while Level 1 charging and Level 2 charging schemes extensively use on-board chargers [5} FFig2 shows atypical layout of EV charger with on-board and off-board charging schemes for different levels of charging. In case of fast charging, the charger assembly consisting of AC/DC and IDC converters is shifted off-board and 124 — 1SGW2017: Compendium of Technical Paper rectified output of the converter is given to the FV charging inlet ‘Table I: EV Charging Levels Charging | Levelt | Level? | OGFast ‘ype Charging [20-22 os 0205 Time (h) ‘Charger | Or-board(1- | Onboard (t | OfFboard locaton | phase) | or phase) | phase) Voltage 120 240 7208-600 supply) Powerievel | 1801.8 | Uploie2 | sow 160 ay Range | 25niles | 1020miee | 6080 mies pechourot | perhourof | in< 30 erarging | “charging | minutos Primary Use | Resiental | Residents) | Puble ‘crarging | and public | charging charging Table i: EV Charging Standards (6) ‘Standard Speciicaton| ‘SAE ITT EV Coupler for conductive Charging SAESNT7S EV Inductively Coupled Charging SAESITOT Recommended Practice for EV Batlery Modules Packaging SAEI2288 Life Cycle Testing of Battery Modules for Ev ‘SAE 2064 EVIHEV Rechargeable Energy Storage ‘System (RES) Safety & Abuse Testing 'SAE-J2836 Part |_| Use Cases for Communications between EVs and Utlty Grid “SAE-I2636 Part | Use Cases for Communications between PEVs and Supply Equipment (EVSE) ‘SAE-2836 part S| Use Cases for Communications betwoon Plug-In Vehicles and te Utity gi or Reverse Flow ‘SAE 2094 Power Qualty Requirements fo Plugla Vehicle Chargers- Requirements TEC.SO/I58) | Elecvic vehicle conductive charging 6.2008 system TEC.23H1222) | Plugs, sockel-outets, vehicle couplers ep2010 and vehicle inlets - Conductive charging orevs “FEVS-6501:2000_| Plugs and receptacles for EV charging ‘AIS-136(Draft) | Elect Vehicle Conductive AC charging system-ARAL lll, Recommended Planning OFEV Charging Infrastructure Market penetration of EVs is strongly dependent on the charging. infrastructure availability, Hence, developmentof infrastructure for EV charging is considered as the foremost task by concerned governments and electric vehicle developers. An important factor which is to be considered in this regard is that the existing power system must be capable of accommodating this new charging load. For that, an approach for charging that is consumer coavenient and at the same time does not degrade the power atid is required Availabilty of commercialized charging stations would offer certain benefits to the power grid, Some of them are: + They will help in diverting the peak of charging load from the demand peak ofthe network, + Unpredictable mobile load in the form of EVs would ‘be transformed into a stationary load and it would be ‘easier to predict. + When in the form of bulk charging load, it would bbe simpler to enforce regulations on harmonics and Tot ISOF power factor. + Implementation of V2G concept would be easy as it would eliminate the need for integration fof sophisticated devices for measurement, ‘communication, and control, up to end consumer level ‘Moreover, when compared with stow level I and level 2 ‘charging modes, which take considerable time, fst charging at public charging stations would definitely be a preferable choice for EV consumers too. Henoe if prior actions are taken by utilities for the development of charging infrastructure Well before in time, it would prove to be of great benefit For that, appropriate planning is important, incorporating identification of suitable sites and charging load size, satisfying the required constraints for planning ee Tref O Figure2: Typical layout of EV charging system with on‘af-board charging strategies A more realistic approach for planning would be to select locations for charging stations which satisfy the requirements cof both consumers and power system. From that prospective, the location which satisfies the given criteria are considered tobe idea + The location should be in the vieinity of EV ‘+ The location should be so chosen that it covers the productive EV sites like town centers, office ‘complexes, residential areas, road networks etc. + Location of charging station should be such thatthe regulatory limits on voltage and on line MVA flows are not violated and least losses are incurred in the power system. Numbers of optimization technigues like genetic algorithm, simulated annealing, virtual ant algorithms, particle swarm optimization are used for the planning of charging infrastructure. Particle Swarm Optimization is used in 7] using an TEBE 16 bus distribution test system, IV Cost Estimation of Charging Infrastructure ‘Total investment cost required for the establishment ‘of charging infrastructure for EVS includes the cost of | ‘equipments to be used, installation costs and operation and maintenance costs. With increase in penetration of EVs in the next few years, number of EV chargers will inerease and hence the equipment cost is expected to decrease. There is Jarge variation in the EV charging equipment cost among, different manufacturers. Besides the initial equipment cost, installation cost is required for installation of the charger and interconnection with grid, The installation cost includes cost of civil works, transaction cost regarding distribution system operator permission and othe related costs depending ‘on factors like requirement of a new grid connection oF up ‘gradation of the existing connection. In case there is a pre- existing connection, the installation cost may grealy reduce Some other parameters that influence installation cost include ‘numberof simultaneous installation of many chargers which ‘may reduce cast on account of common labour and grounding ‘costs, mutual component et, ISGW 2017: Compendium of Technical Paper 125150 03 Level 1 Level? ‘Type of Charging Station DC Fast Figure 3: Estimated installation ost of EV charging stations ivatelsemi-public places where low or medium power level chargers are required, cost varies between 500 € (Rs 36,431) and 1200 € (RS 87,435) [8], [10]. For public places where high power level chargers are required, installation cost is relaively higher ranging between 2400 € (Rs 1, 74,871) to 3600 € (Rs 2, 62,306) [10} Apart from the equipment and installation costs, there is a Taisen fr cons maa ove th mang wl. For that operation and maintenance cost is to be de, which may be taken tobe 10% ofthe ttl instalation cost (neluding equipment cost) (11). Fig, 3 shows the cost of installing EV charging stations in Dethi as estimated in [12] for Level 1 charger of 1.SkW, Level 2 charger of 6.6kW and DC fast charger of SOkW capacity. V. Impact on Power Grid Thor is large randomness inthe behavior of EV charging, which is greatly influenced by factors like mileage, battery capacity, charging time and 0 on. Interconnection of charging infastructre with the grid has some effets on the distribution network whic are discussed hee. + The first issue that comes on_ interconnecting charging inffastucture is that it increases. the dificulty of distribution network planning. New constrains inthe Form of electricity demand andthe layout of changing stations need to be considered, ‘which add tothe complexity of network planning. + Improved quality equipments with high ratings are required in the distribution network 10 facilitate intervonnection of charging infrastructure Integration of high power charging sation requires distribution transformer with lager capacity and distribution ine of larger cross section 10 avoid problems like overloading, voltage deviation ee. 126 1SGW2017: Compendium of Technical Paper + Tt may lead to a decrease in the cconomy of tribution system operation. As charging load exhibits lage volatility, i is difficult 1o confine charging behavior to low load periods, leading fo greater system peak difference. This would ‘ultimately result in lower utilization efficiency of distribution network equipment, + Power quality of the distribution network is affected. Charger uses several power electronic conversion evices in the form of converters which induce ‘harmonies inthe Source side curent. VL Need for Smart Charging Management With increasing EV penetration in the Indian seenario, the ‘demand for charging is expected to increase proportionally, and it would act as an additional burden on the grid. This additional load is bound to affect the grid adversely if optimal Scheduling is not done in advance. It will lead to imbalance ‘of voltage as wel as frequency, which ultimately may lead to ‘grid failure and blackout, Continuous monitoring of power system is necessary while charging large number of EVs, in order to achiove grid balancing. The concept of Smart Grid, wherein a two way communication can be established between the wily and consumers, has to be reinforced. A typical demand profile for one day. obtained from Power Exchange (IEX) is shown in Fig. 4 which isa replica of the ‘energy demand in Indian scenario, where minimum load is ‘observed during the night hours and also during mid of the day, 50. 4 Zs6 44 E42 }suiutie rtome § fp {ctarsne an a; yo 36 Bsa gn sod ‘Suitable fr Public CS 024 6 8 1012 14 16 18 20 22 24 Hours Figure 4: Demand profile for one day Low peak hours during night, wherein the load is at its minimum, are most suitable for home based charging, using either Level 1 or Level 2. This period of 6 to 8 hours is also very good for charging batteries at Battery Swapping Stations (BSS). Public charging stations (CSs), where most Of the charging is expected to occur during day time, canshift their charging load to low peak hours to enhance the finctioning of gr, This ean be done by deploying attractive charging schemes for the consumers during low peak hours or by storing energy during this period as a backup for peak Toad hours. This type of scheduling can prove tobe beneficial for both the utility and consumers. 4 flater load profile with less system peak differences can be obtained this way \hich is desirable. Also, from the consumer's view point, this is advantageous as evident from Fig.S. Cost of purchasing clecticity is lower during low peak hours as compared to that during peak hours. INRA Tre te a0 2 ae Figure 6: Cost of per unit electicity Such a demand side management can help in smooth running of power grid with fewer disturbances. Further cnhancement of grid operation can be achieved by injection of power buck to the grid using Vehicle to Grid (V2G) concept and also by participating in reserve market to maintain the frequency up and down regulation, This ean prove to be beneficial for the EV aggregator as well as to consumers, in terms of economy. The aggregator of FV charging station, as well as BSS, can gain maximum polit by optimizing the cost function of teading revenue mentioned in eg. (1). An optimization model based on tis cost function is given in [13]. imax ro" + 72° —emvo— ci wo Where, * represents the Day Ahead (DA) revenue of energy market, r= represents the DA regulation market revenue forthe capacity, c™* represents regulation up service cost, > represents regulation down service cost. ‘The DA revenue of energy marke, can be expressed VEDA pi = Ps) ° Where 4 is DA energy market price, 9. is battery discharge efficiency, pi>** and p2* represent discharging, and charging powers, respectively. ISOF “The revenue i obtained a: = DECORA Ce HOA PTB) where, 2:9 and 2 are DA regulation up and down capacity prices, respectively; power 7° and i" are regulation up and down capacity ofrs tothe market: x" i te probability of acceptance and deployment, respectvels, ‘or up regulation; isthe probably of acceptance and deployment, respectively, for down regulation: W2>*, v0" the segment activation of the price-quantty for capacity and real-time energy probability curves in period rand segment b Cost for regulation up service (e"™) ean be expressed eo xin! = 2 DY NAL Np — Hx“ 9) (4) Similarly, cost fr regulation down service is expressed oe @'@' OVD LOA! IO — OO" p") (5) In order ¢o participate in DA market, proper load ‘forecasting is essential. Numerous techniques have been developed for load foreeasting ike Simplistic Benchmark methods, Seasonal ARMA modeling, Periodic AR models te, [14], For simplistic benchmark method, the forecast function i given as FOO Maton 6 Where y, represents the demand in period ¢,& is the forecast ead time k=.) Second simplistic benchmark does, simple averaging of the corresponding observations in the past for forecasting. The forecast function fo this method is, siven in eq, (7) fr four observations. nl #0 cu d/4 ‘The unceriaities involved in the EV Net characterises, DA electricity market operation as well as in generation, transmission, and load may be represented by Monte Carlo simulation. Risk involved with the financial as wll as conomieal aspects of the EV aggregator in uncerainy environments ean be managed by conditional value added Fisk analysis (CYR) as given nq, (8). 1S peg 7-5 2 Pro @) For detiled risk analysis based on the above method, readers may go through (15) FH hosea HD ‘Maximize, CVal VII. Key Barriers and Potential Solutions Scaling up EV penetration in Indian automotive market requires addressing certain challenges and bartiees related to infiastructure, market, technical limitations, and policies. ‘Technical challenges include dealing with issves like improvement in battery technology, reduction in charging time and getting sufficient driving range for EVs, Low ISGW 2017: Compendium of Technical Paper 127ISOF specific energy density of EV batteries lke lead acid batteries ia major barier. So to achieve higher driving ranges bulky batteries are required, which increase the overall weight of the vehicle. To overcome this issue, battery makers are working on developing batteries having high values of specific energy density. One major concem is that India has lack of lithium jon reserves, which give high eneray density batteries [16] ‘Market and infrastractural bare charging infastructure, absence of business models to mect specific needs of EVs and lack of dedicated lanes. Moreover, commercial stations for charging and battery. swapping should be there at public places to allow ease of charging. Similar to technical barriers, solutions exist for: market snd infrastructural barviers also, To address the problem of charging infrastructure, a solution could be to set up charging points in parking garages and in the basements of buildings. This strategy has been adopted by many countries like China. There is also a need to build business models which may reduce upfront investment of consumers and increase consumer coafidence in electric vehicles, Lack of welldefined policy framework forthe promotion of EVs in the country is a major barrier to widespread adoption of EVs. Policymakers need to implement a policy roadmap keeping in view the benefits provided by EVs, Governments need to support research activities in battery technology and vehicle innovations, along with providing incentives to enhance EVs production and sale. There is also a need to understand the public perceptions regarding salety, driving range and cost of these vehicles compared to conventionally powered vehicles and make policies in light of them, National policies like NEMMP may’ prove to be a ‘major step towards this goal are related to lack of VIII. EV Market in india The present EV market in India isnot so large. Though there are plenty of electric two wheelers and four wheelers jn the market, but even then EVs overall share is negligible. Electric vehicles started penetrating the Indian automotive market Jong, back in 1990s when electric two and three wheelers were first launched. But they did not prove to be successful and were later discontiaued. A major breakthrough came in carly 2000s with the launeh of first electric car in India by Mahindra Electric, named Reva, Mahindra Electric emphasized ‘on developing electric ears at reasonable pres. It launched its first model in India in the year 2001 [17]. A modified version of this ear eame in the market inthe year 2013. This new mode! used Lithium ion powered batteries and allowed for driving range of 100km with full charge. Privs hybrid ‘model was launched by Toyota in Indian market in the year 2010. This was followed by Camry Hybrid in 2013. In few Indian cities, hybrid and electric buses have been introduced Municipal Transport Cosporation of Bangalore launched an electric bus, few years hack. Electric rickshaws have emerged 128 1SGW2017: Compendium of Technical Paper as excellent substitutes for the conventional three-wheeled vehicles as well as forthe paddle-rickshaws. But still, there is vast scope forthe expansion of EV market in the country’ 1X. Policy Framework in India Several initiatives have been taken by the government. industry collaboration to promote the widespread adoption of EVs inthe country. "Ministry of New and Renewable Energy (MNRE)" has promoted the R&D work on electric vehicles a part of the Alternative Fuel for Surface Transportation program. "National Electric Mobility Mission Plan (NEMMP) 2020" [18] has been launched by Department ‘of Heavy Industry for the promotion of EVs in India, The mission aimed at deploying 6-7 million electric vehicles in India by the year 2020. A scheme has been formulated named "FAME-india (Faster Adoption and. Manufacturing ‘of (Hybrid &) Electric Vehicles in India)” [19], as a part of this mission. This scheme is to be implemented over 6 year period, till year 2020. This scheme focuses on four major areas including Technological Development, Charging infrastructure, Pilot projects and on Demand creation. The percentage break-up of total fund (Rs. 795 crore) allocated to ‘Key areas is given in Fig. 5. MEE Technology Paton Demand Incentives (“Wharging lnfeatevetues MEE lot Proj TECIOpetations 62% 3.8% 8.8% 1.3% 24% Figure 6: Fund allocation under FAME India scheme [20] X. Conelusion India ought to put resources into litle scale fortifications to deal with the electric load issues locally, rather than ‘zoing for an enormous change, Home charging ought to be eyed up for long battery life and framework adjustment Legitimate arrangement of place, populace, traffic density ‘behavior and the security ought to be thought about before ‘going for a large scale charging infrastructure execution for the second biggest populated nation of the world. The most ‘essential aspoct inthe Working ofan electri vehicle charging framework isthe incorporation of exercises inthe electricalvitality and transpot fields, Just deliberate improvement of both frameworks will give steady and dependable electrical power framework, particularly atthe level ofrestieted power and feasible advancement of the Indian electric vehicle advertise. Development of V2G concept along with G2V implementation on large scale would help in dealing with rid related issues Acknowledgement This research work has been supported by the Centre of Advanced Research in Electrified Transportation (CARET), ‘Aligarh Muslim University, Aligath, India, References lt} R.K. Shrivastava, S. Nee, and G. Geeta, "Air pollution due to road transportation in India: A review on assessment and reduction strategies" vol 8, no, 12013, [2] “Indi-One of The world's most exeling EV market” wewanorplesalds dsusdevipicsstt pdismectings2012 Satement/anupam pt [1B] M. Yilmaz and PT. Krein, “Review of Charging Power Levels and Iniasracure for Plug-in Eletic and Hybrid Vehicles” [4] S. Prabhakar, “A Comparative study on the performance of| Interleaved Converters for EV Battery Charging School of EecricalEngincering,” no. Com. [5] M. Yilmaz and PT. 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