Sample 1 - High Performing

RELIABILITY ASSESSMENT IN DISTRIBUTION
SYSTEM WITH PLUG-IN HYBRID ELECTRIC

VEHICLE AND DISTRIBUTED GENERATION
PROJECT REPORT
Submitted by
NANDHINI S 161EE159
PREETHI P 161EE168
VAISHNAVI E 161EE201
In partial fulfilment for the award of the degree
of
Bachelor of Engineering
in
DEPARTMENT OF ELECTRICAL AND ELECTRONICS ENGINEERING
BANNARI AMMAN INSTITUTE OF TECHNOLOGY

(An Autonomous Institution Affiliated to Anna University, Chennai)
SATHYAMANGALAM-638401
ANNA UNIVERSITY: CHENNAI 600 025
AUGUST 2020
BONAFIDE CERTIFICATE
Certified that this project report “RELIABILITY ASSESSMENT IN

DISTRIBUTION SYSTEM WITH PLUG-IN HYBRID ELECTRIC
VEHICLE AND DISTRIBUTED GENERATION” is the bonafide work of
“S.NANDHINI (161EE159), P.PREETHI (161EE168) and E.VAISHNAVI
(161EE201)” who carried out the project work under my supervision.
SIGNATURE SIGNATURE
Dr.J.Senthil Kumar Dr.P.Prem
SUPERVISOR HEAD OF THE DEPARTMENT
Assistant Professor
Department of Electrical and Department of Electrical and
Electronics Engineering, Electronics Engineering,
Bannari Amman Institute of Bannari Amman Institute of
Technology, Technology,
Sathyamangalam - 638401. Sathyamangalam - 638401.
Submitted for Viva Voce examination held on ____________.
Internal Examiner External Examiner

DECLARATION
We affirm that the project work titled “Reliability Assessment in Distribution

System with Plug-in Hybrid Electric Vehicle and Distributed Generation”
being submitted in partial fulfilment for the award of the degree of Bachelor of
Engineering in Electrical and Electronics Engineering is the record of
original work done by us under the guidance of Dr.J.Senthil kumar, Assistant
Professor, Department of Electrical and Electronics Engineering. It has not
formed a part of any other project work(s) submitted for the award of any degree
or diploma, either in this or any other University.
(Signature of candidate) (Signature of candidate) (Signature of candidate)
S.NANDHINI P.PREETHI E.VAISHNAVI

(161EE159) (161EE168) (161EE201)
I certify that the declaration made above by the candidates is true.
(Signature of Guide)
Dr.J.SENTHIL KUMAR
ACKNOWLEDGMENT
We would like to enunciate heartfelt thanks to our esteemed Chairman

Dr.S.V.Balasubramaniam, and the respected Director Dr.M.P.Vijayakumar, for
providing excellent facilities and support during the course of study in this institute.
We are grateful to Dr.P.Prem, Head of the Department, Electrical and

Electronics Engineering for his valuable suggestions to carry out the project work
successfully.
We wish to express our sincere thanks to Project Co-ordinator Dr.P.Sivaraman,

Associate Professor, for his constructive ideas, inspirations, encouragement and
much needed technical support extended to complete our project work.
We wish to express our sincere thanks to Faculty guide Dr.J.Senthil Kumar,

Assistant Professor, Electrical and Electronics Engineering for his constructive
ideas, inspirations, encouragement, excellent guidance and much needed technical
support extended to complete our project work.
We would like to thank our friends, faculty and non-teaching staff who have
directly and indirectly contributed to the success of this project.
S.NANDHINI
P.PREETHI
E.VAISHNAVI
i
ABSTRACT
Distributed generation is a small-scale generation unit connected nearer to the

consumer. Plug-in Hybrid Electric Vehicle is a hybrid electric vehicle which has both
a battery and a normal petrol or diesel engine. The reliability is assessed in the
distribution system integrated with charging station and distributed generation. The
analysis is done by analytical method. The minimum power loss formulation and its
objective and constraints are solved. The optimal technique used for the allocation of
charging station and distributed generation in the distribution system is Voltage
Stability Index. The reliability of the distribution system is evaluated by Loss of
Load Probability technique. The reliability of the system is assessed by the impact of
integrating charging station and distributed generation in the distribution system.
Reliability of the system is evaluated for 24-hour load variation. The net reliability of
a system with only charging station is compared with net reliability of a system with
both distributed generation and charging station. The proposed methodology is an
effective way to evaluate the reliability of the system and it is tested in IEEE 12 and
33 bus radial distribution system and the results are discussed elaborately. The
effectiveness of the proposed method is analysed by MATLAB simulation.
ii
TABLE OF CONTENTS
CHAPTER TITLE PAGE NO

NO
ACKNOWLEDGEMENT i
ABSTRACT ii
LIST OF CONTENTS iii
LIST OF FIGURES vi
LIST OF TABLES viii
LIST OF SYMBOLS AND ABBREVATIONS ix
1 INTRODUCTION 1
1.1 OVERVIEW 1
1.2 MOTIVATION 4
1.3 TASK UNDERTAKEN 4
1.4 OBJECTIVE 5
1.5 SCOPE 5
1.6 INTENDED APPROACH 5
1.7 ORGANIZATION OF THE REPORT 5
2 LITERATURE SURVEY 6
3 SYSTEM DESCRIPTION 11
3.1 DISTRIBUTION SYSTEM AND
11
DISTRIBUTED GENERATION
3.1.1 Radial Distribution System 11
3.1.2 Distributed Generation 11

3.2 PLUG-IN HYRID ELECTRIC VEHICLE
12
(PHEV)
3.2.1 PHEV (Hyundai Kona) 14
iii
4 PROBLEM FORMULATION 15
4.1 VOLTAGE STABILITY INDEX (VSI) 15
4.2 LOSS OF LOAD PROBABILITY (LOLP) 17
4.3 OBJECTIVE FUNCTION 18
4.3.1 Power Balance Constraint 18
4.3.2 Bus Voltage Constraint 18
4.3.3 DG Penetration Constraint 18
4.4 LOAD FLOW ANALYSIS 19

4.4.1 Forward And Backward Sweep
19
Algorithm
5 METHODOLOGY 22
5.1 LOLP FLOW CHART 22
5.2 ALGORITHM 23
6 RESULTS AND DISCUSSION 26

6.1 IEEE 12 BUS RADIAL DISTRIBUTION
26
SYSTEM
6.1.1 Integration On CS and DG 26
6.1.2 Performance Evaluation 30
6.1.3 Reliability Evaluation 32

6.2 IEEE 33 BUS RADIAL DISTRIBUTION
38
SYSTEM
6.2.1 Integration On CS and DG 39
6.2.2 Performance Evaluation 41
6.2.3 Reliability Evaluation 44
7 CONCLUSION 50
REFERENCES 51
iv
ANNEXURE - I 55
INDIVIDUAL WORK CONTRIBUTION 55
ANNEXURE - II 61
PUBLICATION CERTIFICATE 61
AANEXURE - III 63
PLAG SCAN 63
v
LIST OF FIGURES
FIGURE
LABEL PAGE NO
NO
Distribution line segment connected between two
4.1 15
nodes
5.1 LOLP flow chart 22
6.1 IEEE 12 bus radial distribution system 26
6.2 VSI graph with CS 27
6.3 Load variation graph 27
6.4 DG size graph 29
6.5 VSI graph with CS and DG 29

IEEE 12 bus radial distribution system with CS
6.6 30
and DG
6.7 Voltage profile graph 30
6.8 Real power loss graph 31
6.9 Reactive power loss graph 31
6.10 Load profile graph 33
6.11 Load percentage graph 33
6.12 Reliability analysis with CS 36
6.13 Reliability analysis with CS and DG 37
6.14 Power flow graph 37
6.15 IEEE 33 bus radial distribution system 38
vi
6.16 VSI graph with CS 39
6.17 DG size graph 39
6.18 VSI graph with CS and DG 40

IEEE 33 bus radial distribution system with CS
6.19 41
and DG
6.20 Voltage profile graph 41
6.21 Real power loss graph 42
6.22 Reactive power loss graph 42
6.23 Load profile graph 44
6.26 Power flow graph 48
vii
LIST OF TABLES
TABLE
LABEL PAGE NO
NO
6.1 Load percentage variation 28
6.2 Performance analysis 32
6.5 Performance analysis 43
6.8 Comparison between 12 and 33 bus system 48
viii
LIST OF SYMBOLS AND ABBRAVIATIONS
List of Symbols
Loss Of Load Probability
Charging Station
Distributed Generation
List of Abbreviations
PHEV Plug-in Hybrid Electric Vehicle
CS Charging Station
DG Distributed Generation
VSI Voltage Stability Index
LOLP Loss Of Load Probability
EV Electric Vehicle
ix
1
CHAPTER 1
INTRODUCTION
1.1 OVERVIEW
Distribution system is the electrical network which interconnects the system of

transmission and the consumer end. The power source to the distribution system may
be voltage of high transmission line, feeding a substation or local generating plant
which decreases the high voltage to a low voltage which is suited for local
distribution. Distribution of electric power to the individual consumer is done by
distribution networks. The distribution network consists of feeder, distributor and
service mains. Because of the recent trend in PHEV, PHEV is introduced in the
distribution system where the load is increased in the distribution system.
PHEV is like a hybrid electric vehicle whose battery is recharged through

external power source by plugging into charging station. It reduces the fuel
consumption and decreases the harmful emission in the surroundings. PHEV is the
alternative way for the reduction of consumption of fossil fuels. PHEV reduces fossil
fuels usage, reduced pollution and source of using renewable energy, for the purpose
of transportation (Alan Millner et al 2010). The design methodology of PHEV deals
with battery energy and design of power capacity. Control methods deals on
operations of electric and charge depletion range (Yimin Gao & Mehrdad Ehsani
2010). Impact of PHEV in electrical power system is investigated (Curtis Roe et al
2009). It mainly focuses on the impact on infrastructure of the electrical power system
and impact on fuel utilisation because of PHEV charging. The PHEV model considers
the covering distance, charging times, locations of charging, battery state of charge,
and charging requirements of a PHEV is discussed (Xue Wang & Rajesh Karki 2016).
When PHEV is introduced in distribution system, there is an increase in the voltage
drops and losses. In accordance to recompense the loss and enhance the reliability
system, introduction of DG in distribution system.
2
Distributed generation is a small-scale generation unit connected nearer to the

consumer. Distributed generation reduces the energy loss during the transmission of
electric supply because it is generated at a place near to the place where it is used even
in same building. This decreases number and size of power lines used for the
transmission. A Solution for the optimal DG siting and sizing issue was discussed
(Fazelpour F et al 2014). During heavy loading hours, the energy stored in PHEV
support the network, thus the optimal charging and discharging method is suggested.
By allocating DG in the distribution system, the weakest branch selected is on basis of
Steady state voltage stability index technique (M.Abdel-Akher et al 2011). The
optimal allocation of DG unit in already existing distribution system plays a vital role
in enhancing the performance of the system. Thus, proper allocation of DG is
considered the most crucial in DG planning (Y.M.Atwa et al 2010).
Distributed generation is classified as follows based on real power and reactive

power capacity delivered.
Type 1
This type of DG delivers only active power when combined to the grid with the
help of converters/inverters.
Photovoltaic power generation
Photovoltaic power generation is the method of generating direct current

energy from solar energy. When the grid is supplied by photovoltaic power, the
inverter converts direct current into alternating current. Photovoltaic power generation
takes place by two grid-connected modes. One mode is grid connected with current
source inverter and other mode is grid connected with voltage source inverter.
Fuel cell
Fuel cell is a type of power plant where electrical energy is produced from the
chemical energy by electrochemical process. The output of this plant DC. When it is
connected to the grid, it should be controlled by the converter and converted to
alternating current.
3
Type 2
Distribution Generation has a capacity of delivering active power and reactive

power come under this type. Distributed generation units such as cogeneration, gas
turbines etc., delivers active and reactive power.
Micro gas turbine
High frequency alternating current is produced by micro gas turbine. The

power electronic components can be converted into high frequency alternating current
for the purpose of entering the grid.
Type 3
The distributed generation which only delivers reactive power come under this
category. E.g.: Synchronous compensators. gas turbines, operates at power factor zero.
Type 4
This type of DG consumes reactive power but delivers active power. Example:
Induction generators in wind farms. Similar to synchronous generators, Doubly Fed
Induction Generators (DFID) also delivers active power by consumption of reactive
power.
Wind power generation
Wind power generation is an eco-friendly way of generating electricity from

wind. The generating of electricity from renewable sources is considered as most
potential DG. Wind turbine normally uses asynchronous generator which does not
produce reactive power can absorb the reactive from the power network. Normally,
the reactive power is compensated by adding capacitor and then the losses in the
network are reduced. The motive of integrated DG is to increases profile of voltage,
stability of voltage and to decrease losses in power (Alka Yadav & Laxmi Srivastava
2014).The impacts of DG units, locations, number of units used in each location, on
distribution system reliability are investigated using a real distribution network
(Mahmud Fotuhi-Firuzabad 2008). The connection of DG to distribution system has
4
many impacts in power system protection, also causes power losses in the distribution
system (K.Vijeta & D.V.S.S.Siva Sarma 2012). The introduction of DG in the
distribution system with only PHEV not only enhances the system performance but
also enhance the reliability system.
Reliability means the ability of a power system to give adequate, stable and
reliable power given in distribution system. A general overview of power system
reliability and analytical method and simulation techniques for the evaluation of
power system reliability and their limitations are explained (Preet Lata & Shelly
Vadhera 2015) and reliability evaluation in power system along with a failure of
protection devices are discussed (Xingbin Yu & Chanan Singh 2002).
Reliability assessment is considered as very important in designing and

planning of distribution system. The main objective of designing power system is
depending on a supply of load with maximum reliability and minimum cost. The main
objective for the evaluation of reliability is to give qualitative analysis and indices in
the performance of power supply for the operation and planning in power system.
1.2 MOTIVATION
 The conductors used in distribution system carries more current, because in

distribution lines R/X ratio is high and this leads to higher losses.
 Due to recent trend in PHEV, the loads in distribution system become
unbalanced, hence losses are further increased.
 The main motivation of our project is to enhance the performance in 12 and 33
bus distribution system.
1.3 TASK UNDERTAKEN
 The charging station and distributed generation is introduced in the distribution

system.
 This implementation reduces substation stress, increase voltage and enhance
reliability.
5
1.4 OBJECTIVE
 Introducing charging station in distribution system to promote plug-in hybrid

electric vehicle.
 Integration of distributed generation in distribution system
 Evaluation of reliability in the distribution System.
1.5 SCOPE
 This project has major scope in distribution side and load dispatch centre.
 Reliability computation helps in designing the future distribution system.
1.6 INTENDED APPROACH
 This paper presents a new approach in analyzing distribution networks and

systems by the use of analytical methods in distribution substations and
network systems.
1.7 ORGANIZATION OF THE REPORT
Chapter 1: It deals with the Introduction, Motivation, Objectives, Scope and Intended
approach.
Chapter 2: It deals with the literature survey of the related topics.
Chapter 3: It explains the problem formulation.
Chapter 4: It describes the proposed methodology.
Chapter 5: It deals with simulation results and discussion.
Chapter 6: Finally, this chapter describes the conclusion of this project.

6
CHAPTER 2
LITERATURE REVIEW
Seyed Morteza Alizadeh et al (2016) discussed that rise in reactance per

resistance(X/R) ratio, increases the requirement of reactive power and decreases
voltage. Thus it adversely influence the power quality in the distribution system. The
decrease in reactance per resistance ratio, higher the step of voltage varies as a wind
power function. The recent technologies used for voltage regulation via reactive
power control depend on the X of line when the R of the line is neglected. Thus, this
solutions are suited, where X/R ratio is larger in the transmission network.
Anirban chowdhury et al (2017) proposed a research work for the performance

in the development of distribution system by network reconfiguration. The voltage
profile and active power losses are most important parameters for the distribution
system. The above parameters are improved by the method of load flow analysis on
the distribution system.
Bablesh Kumar Jha et al (2018) discussed the performance characteristics of

the distribution system without PHEV and DG has been computed. The impact of
introduction of PHEV has been studied for evaluating system operating cost, loss,
load flattening and voltage profile. To enhance these characteristics, establishment of
DGs are explored in simulation of various penetration level of PHEVs beside various
level of demand response. In the event of decrease in penetration levels, operating cost
get affected by demand response characteristics of a system.
Bamdad Falahati et al (2018) have developed a methodology to identify the

influence of PHEV in the reliability of the distribution network. As a result, this Loss
of Load Probability was evaluated. The author proposed reliability assessment in
power system for various PHEV penetration rates. The reliability indices are
represented as a cost of penalty for decrease in energy and intermission. The minimum
generation effectiveness of generations units are calculated.
7
Mamdouh Abdel-Akher et al (2017) developed a method for the controlled

charging and discharging of PHEVs battery on real time basis. This control technique
uses an improvement of steady state voltage stability index for easy computation of
index in the distribution systems. This technique is developed to have a safe secured
operation of the power system, whatever may be the number of size and location of
PHEV attached to a system.
Galiveeti Hemakumar Reddy et al (2017) discussed that the integration of DG

into distribution system during normal operating condition, enhances the reliability.
Behind a natural disaster, the system aims is to replace the critical load. The
distributed generation is necessary to improve the loads in a location-based constraint.
The author uses particle swarm optimization method using the objective functions,
calculating the optimal size and allocation of distributed generation.
G. A. Quiroga et al (2016) analyzed the results over voltage level by inserting

DG at different levels. Due to large penetration levels in orderly to evaluate the effect
the distribution networks, the author proposed a method for placing the generators for
various sizes and technologies in distribution system. The insertion of various
scenarios of distributed generation shows the small-scale consumers percentage in the
system. Also it represents the difference between effects caused of DG from various
technologies such as PV and wind power.
Galiveeti Hemakumar Reddy et al (2018) discussed about the charging and

discharging impacts of PHEV and reliability are evaluated for two different areas.
Plug-in Hybrid Electric Vehicle and Distributed Generations are integrated and the
combined impacts are analysed. Thus, the system reliability enhances when the
system is connected with PHEV and DG. In addition to reliability of the system,
Expected Energy Not Charged is designed to calculate the reliability of the
distribution system.
Alberto Escalera et al (2018) have discussed that the new technologies have
been introduced in modern distribution networks that gives new way of improving the
reliability. A survey of reliability assessment in distribution networks has been
8
presented in paper. An analysis and comparison are done for two different
technologies for the assessment of reliability for each technology along with their
application. For planning and modernisation of power system distribution, the
reliability assessmemt tools are essential.
Anton Johannes Veldhuis et al (2018) evaluated the decentralization impact on

the reliability for stressed condition. For the decentralization of networks, an existing
node with aggregated generation capacity is replaced by three nodes which represent
multiple decentralised generators’ total generation capacity. The author uses two
different reduced and compound version of electrical networks such as Great Britain
and IEEE 39 bus distribution network for an assessment of decentralization of
networks.
S.Subramanya Sarma et al (2016) suggested an analytical method for the

evaluation of reliability and distribution system enhancement is explained by
enhancing the reliability of a system, cost-effective index is developed. The reliability
of complex power system is essential for planning, designing, installation and
maintenance to give electric energy which is economical with an allowable degree of
reliability.
Ali M. Eltamaly et al (2019) discussed the impact of DG for magnifying the

power system by improving the voltage profile and reducing the power losses. The
author uses IEEE 12 bus to represent voltage control and to decrease active and
reactive power loss by adding distributed generation on the network. The integration
of DG gives an enhanced power quality and reliability of the distribution system.
A.Aljanad & Azad Mohamed (2016) described the impact of power quality for
integrating large scale PHEV in the distribution systems. Power quality issues such as
voltage profile, line loading and circuit losses are investigated by conducting time
series simulations. PHEV is designed as current harmonics source that introduce
harmonics to different buses.
T.Adefarati, R.C.Bansal (2016) proposed research work on the benefit of

renewable DG integration namely reduction in line loss, improvement of reliability
9
and environment pollution, optimization. If all renewable DG units are optimally

located, sized and configured, these benefits are optimized. This work also reveals the
current situation of renewable DG technology is based on various characteristics and
issues of DG integration.
Jaser A.Saed et al (2019) investigates an analytical method of optimally

installing DG by reducing the power loss in the network. For reduction of losses,
various parameters of DG are evaluated. The location, number, power factor and
capacity of distributed generation units are parameters affecting the power loss values.
Omid Sadeghian et al (2019) investigates the demand response of a programs

and smart charging and discharging of PEV to enhance the reliability by adopting
Particle Swarm Optimization algorithm in radial distribution system. The indices like
loss of load expectation and expected energy not served are performed for reliability
analysis. The load and voltage profiles, load in peak values and loss of energy are the
characteristics for analyzing the reliability in distribution networks.
Beenish Sultana et al (2016) proposed the literature survey and comparative

analysis for network reconfiguration of enhancement of reliability and minimization
of losses in distribution network. Network reconfiguration is the function of
distribution automation helps to improve the performance of system by modifying a
structure of distribution network. Because of the improvement in system reliability,
power distribution companies saves the capital spent on a maintaining and function of
operation in distribution system after a power failed.
K. Kirubarani & A. Peer Fathima (2019) described the importance of the

reliability evaluation using analytical technique FMEA for an electrical power
distribution network. FMEA method notices the failure mode of procedure and by its
ranking it decrease the failure mode over its impacts. The reliability system indices are
SAIFI, SAIDI, ENS and ASAI were considered for evaluation of reliability. For the
reliability evaluation, the author uses RBTS bus2 distribution network. The obtained
result of the system shows that reliability is enhanced with various feeder
reconfigurations of the distribution system.
10
Rajmund Drenyovszki et al (2016) introduces the new method for a reliability

assessment of power system by meeting its capacity limit. The upper limit is the
probability of overconsumption. The system is at risk i.e., unable to serve a demand if
the load is higher than a generation capacity. The main issue of reliability system
assessment is a capacity of a power system to meet the demand expected.
Daniel Fioresi Botelho et al (2018) proposed the method of an optimal

allocation of DG units in distribution networks for an enhancement of reliability.
Allocation of distributed generator in a distribution network, the author uses
optimization technique of genetic algorithm for decision making on strategic points. A
reliability index is supplying of energy interruption cost to consumers which used to
examine different consuming units.
11
CHAPTER 3
SYSTEM DESCRIPTION
3.1 DISTRIBUTION SYSTEM AND DISTRIBUTED GENERATION (DG)
Distribution systems are divided accordance to connection of feeder namely,
 Radial distribution system

 Ring main distribution system
 Parallel feeders’ system
 Interconnected distribution
Therefore, we are using here Radial Distribution system with Distributed Generation.
3.1.1 Radial Distribution System
When Generating station or Substation is situated at the mid of the consumers,

then this type of distribution system is used. From this system, different feeders
transmit and feed distributor at one end. In Radial Distribution system, power flow is
only in one direction.
It is used in medium density load areas to provide the light in primary and
secondary circuits where they generally carried overhead on poles. Often the system is
radial only from the distribution substation to the transformers. In radial system, if any
failure occurs beyond the fault, the supply system can be protected. An alternate way
for power supply is provided in the faulted system when the system is protected or
fault rectified. The radial distribution system has an advantage of simplicity and lower
cost. It requires fewer amounts of cables and less maintenance.
3.1.2 Distributed Generation

12
Distributed Generation is a small-scale generation unit connected nearer to the

consumer. Distributed Generation reduces the energy loss during the transmission of
electricity since the electricity is generated at a place nearer to the place used that may
be in same building. Thus, it decreases a number and size in power lines used for the
transmission. A Distributed Generator has an advantage of lower power electricity
cost and larger power reliability of less environmental impacts in comparison of
traditional power generators.
Distributed Generation system employs numerous and small plants can give
power onsite of less dependence on the distribution grid and transmission grid
particularly on large scale generating stations. Distributed Generation technologies
give in power ranging from 1 kilowatt [kW] to 100 megawatts [MW]. Power supplied
to various areas from Distributed Generation First, to solve local supply power
problem to remote regions and rural areas. Second, with high reliability in grid failure
gives back-up supply source for customers. Third, during the time of peak demand by
giving power supply, in supporting of levelling out peaks to reduce peak loads.
Fourth, to meet customer needs and efficiency improvement via a multi
generation system provides diverse energy products. Fifth, supports improvement of
power factor, reduces in power losses and modifying grid voltage.
In addition to efficiency, Distributed Generation technologies provide benefits

more reliable power for industries. In transmission of electricity, the loss of energy is
decreased by Distributed Generation. This decrease the size and number of power
lines used for transmission line. Distributed energy resource has an advantage of high
efficiency, low maintenance and low pollution. Several types of batteries are included
for the application of distributed energy storage systems.
3.2 PLUG-IN HYBRID ELECTRIC VEHICLE (PHEV)
A PHEV is energized of plugging an external power source with a battery and

also recharged by on-board engine and generator. The battery charger type may be on-
board or it is externally connected to the vehicle. Along with the beneficial PEV, the
charging increases the effect in reliability in the distribution system. The modes of
13
operation for PHEVs are charge-depleting and charge-sustaining modes. Thus these
modes are together called blended mode.
In all electrical modes at low speeds or at all speeds, this vehicles are created to
run at an increased range. The operation of charge depletion mode is to allow a fully
charged PHEV until the charge of the battery is exhausted. At start-up condition, the
plug-in hybrid vehicle operates in a charge-depletion mode, but when a battery attains
a threshold state by charging, the vehicle converts to charge sustaining mode. Blended
mode is the charge depleting action in which the battery supplements from medium to
large loads. The advantage of blended mode is the option to use a smaller battery pack
and it may offer the vehicle designer.
A hybrid electric vehicle is a combined system by internal combustion engine

and electric propulsion. The mixed mode is a multiple mode and it is described by an
example. At starting condition, a car has its charge depletion mode with low speed and
later it enters into blended mode with a freeway. Until all electric range is worn out,
the driver may escape from the freeway and handle the car without internal
combustion system engine. When the final target is reached, the vehicles must be back
to the charge-sustaining mode. The capacitors used are to supply high power density
of energy.
A single unit consists of lead acid battery and supercapacitor which is the
hybrid car battery. The advantage of this battery is less cost, more powerful and longer
life. The PHEV have larger potential and more efficient than conventional hybrid
vehicles. PHEV allows the inner combustion engine system to achieve maximum
efficiency. Electricity generation, charging and discharging of battery, motor
controller are the factors for achieving the actual efficiency. The operating modes and
the driving amount of charges in all electric range give the actual fuel economy. With
the increase in usage of PHEV, pollution is expected to decrease.
The greenhouse emissions have a complex effect on Plug-in Hybrid Electric

Vehicle. The plug-in hybrid vehicle does not emit harmful pollutants. To recharge the
batteries, zero emission sources are needed which are renewable and coal fired plants
14
are also used to energize. There are several advantages for PHEV such as noise is
reduced, air quality is improved and greenhouse emissions are decreased. The
charging and discharging of PHEV need deeper battery compared to conventional
hybrid vehicles. The PHEV in comparison with the conventional vehicles profits the
cost of energy from 40% to 60%.
3.2.1 PHEV (Hyundai Kona)
Kona electric car drives over long distance with high acceleration and it is
versatile and powerful. Kona electric is fitted with a li- ion polymer battery. Instead of
using liquid electrolyte, polymer electrolyte is used in li- ion polymer battery and it is
rechargeable. Lithium ion and lithium metal batteries are called lithium polymer cells.
These cells are working on the concept of intercalation and de-intercalation of lithium
ions from positive and negative electrode materials. The motor type used in Kona
electric car was permanent magnet synchronous motor. There are two battery versions
used in Kona electric such as 39.2 kwh and 64 kwh. The battery capacity of lithium
battery used in Kona electric was identified as 39.2 kwh. The battery can either be
charged by ac or dc supply. When the car battery is charged with ac supply, it takes
approximately 6 hours 10 minutes for charging. But when it charges with supply of dc
at 50 kW, 57 minutes is needed for charging. The time needed for charging the battery
may differ based on the conditions of high voltage battery, specification of charger
and ambient temperature. The body of the Hyundai Kona is made up of high strength
of steel and it is bonded for adding rigidity with hot stampings.
15
CHAPTER 4
PROBLEM FORMULATION
4.1 VOLTAGE STABILITY INDEX (VSI)
Considering the distribution line segment attached in-between the two nodes i
and j are shown in figure 4.1. The Voltage Stability Index (VSI) at bus j is computed
as follows (M.Abdel-Akher et al 2011),
Node i Node j
R+jX
Figure 4.1 Distribution line segment connected between two nodes
At the nodes of i and j, the current flows in the line segment are calculated as follows
( )
| | (1)
( )
| | (2)
Where,
is active power ; is reactive power at node i.
is active power ; is reactive power at node j.
and are voltages at node i and j.

16
The and are showed in terms of the current flowing in the line as follows:
( ) (3)
( ) (4)
( ) (5)
( ) (6)
Where, R and X are resistance and reactance of line connecting the nodes i and j.
Substituting (1), (5) and (6) in (2),
( )
{[ ( ) ] [ ( ) ] }
(7)
Rearranging (7) gives the power flow equation at node j,
(8)
Where,
( )
( )( )
The second order equation of (8) can be written as
√
(9)
By applying the below condition, the terminal voltage at node j is obtained

17
[ ( ) ] [( )( )] (10)
[ ( ) ( ) ] (11)
The steady state VSI at bus is defined by,
[( ) ( )] (12)
The VSI (L) is defined by,
( ) (13)
4.2 LOSS OF LOAD PROBABILITY (LOLP)

The Loss Of Load Probability is a reliability index and it is calculated as
follows (Bamdad Falahati et al 2018),
∑
(14)
Where
0 (DG size+Pin-Losses)-(EV Load+Std load) ≥ 0
€t=
1 (DG size+Pin-Losses)-(EV Load+Std load) < 0
G (t) - generation capacity limit
G (t) = DG size+Pin-Losses
L (t) - total load of a system at a time t
L (t) =EV Load+Std load
NT - total time duration
Pin = Input power

18
If Loss of Load Probability is low, then reliability of a system is good in that

system. If the generation capacity of a system is not increased with increasing of
demand, then Loss of Load Probability is increased further which indicates the
instability of the system.
4.3 OBJECTIVE FUNCTION
( )
∑ ( ) ∑ | | (15)
Where
NL indicates the branches in the system
R indicates the resistance of the branch

PDG denotes real power supplied to the system
4.3.1 POWER BALANCE CONSTRAINT
∑ ∑ (16)
Where,
denotes the real power flow from the substation
NB indicates the number of buses in the system
4.3.2 BUS VOLTAGE CONSTRAINT
(17)
Where and denote the minimum, actual and maximum permissible

voltage level at bus i.
4.3.3 DG PENETRATION CONSTRAINT
∑ (18)
Where NB indicates the number of buses in the system
PDG indicates the real power supplied to the system.
4.4 LOAD FLOW ANALYSIS

19
Load flow analysis is the best approach to solve problems in power system
operation and planning. The steady state operating condition of the power system is
determined by Load flow studies. Throughout the network, load-flow studies helps to
determine whether the voltage profiles are expected to be in the limits range at the
design stage. In the operation stage, load flow study supports the voltage profile and to
reduce the system losses. Some basic load flow algorithms such as Newton Raphson
method, Gauss seidel method were developed and applied to the transmission
network. These algorithms are not efficient for distribution network because the
distribution network has radial structure, unbalanced load, high resistance per
reactance ratio etc., The special feature causes an evaluation of power flow in
distribution system more complex compared to transmission system. Different
methods for the computation of Load flow analysis for distribution system have
developed in the past. Among the different methodologies, ladder network theory and
forward / backward sweep algorithm are most efficient and accurate. Here backward
and forward sweep algorithm is used for the load flow analysis of radial distribution
system.
Distribution networks have high resistance per reactance ratio when compared
to transmission network which cause the more voltage drop and more power or energy
loss in the distribution networks. The higher value of resistance per reactance ratio
causes ill-condition of the radial networks and traditional load flow method like
Newton Raphson Load Flow (NRLF) and Fast Decouple load flow (FDLF) are
inefficient for the load flow analysis of radial networks. Thus forward/backward load
flow analysis was developed for the evaluation of more accurate radial network
parameters.
4.4.1 FORWARD AND BACKWARD SWEEP ALGORITHM
Forward and backward sweep algorithm includes forward sweep/backward

sweep. In backward sweep, the current is calculated by Kirchoff’s current law from
the source node and voltage is calculated using Kirchoff’s voltage law from the
farthest node. In forward sweep voltage is computed from the source node to the
farthest node (A. D. Rana et al 2014).
20
Listed below are the major steps involved in forward and backward sweep algorithm:
STEP 1
For first iteration, consider rated voltages at end nodes and update a voltage values
calculated in forward sweep for subsequent iterations.
STEP 2
Starting from the farthest node, calculate the node current by equation (19). Now,
apply Kirchoff’s current law to compute current flow from node to node
using equation (20).
( ) (19)
( ) ∑ (20)
STEP 3
By using this current, voltage at node can be calculated by equation (21). Continue
this step till the junction node is attained. Computed voltage is stored at the junction
node.
( ) ( ) (21)
STEP 4
Starting with other end node, voltage and current are calculated as same as that of in
step (2) and (3).
STEP 5
The voltage at the junction node is computed and current is calculated by equation
(19).
STEP 6
Similarly calculate until reference node is reached.

21
STEP 7
Specified source voltage is compared with the computed rated voltage magnitude at
the reference node.
STEP 8
Stop if the difference in voltage is minimum compared to specified criteria.
COMPUTATION OF LINE LOSSES
STEP 1
Initiate with rated voltage as reference node.
STEP 2
In forward direction calculate the node voltage from the reference node to the end
node by equation (22).
( ) ( ) (22)
STEP 3
Bu using the updated bus voltage calculated in forward sweep, again initiate the
backward sweep. Using standard forward and backward sweep algorithm line current
and node voltages are calculated and then line losses are computed. The complex
power from j bus to i bus and from i bus to j bus are computed by equation (23)
and (24)
(23)
(24)
22
CHAPTER 5
METHODOLOGY
5.1 LOLP FLOW CHART
START
t=1
G(t) = DG size + Pin - Losses
L(t) =Std load + EV load
NO
G(t)-L(t)>=0 €t=1
YES
€t=0
LOLP=LOLP+(€t/NT)
t=t+1
NO
t ≤ NT
YES
END
Figure 5.1 LOLP FLOW CHART

23
5.2 ALGORITHM
STEP 1
Select the distribution system model.
STEP 2
Bus data is collected and it consist of bus number, real power and reactive power.
STEP 3
Line Data is collected and it comprises of line number, ‘from bus’ and ‘to bus’,
resistance and reactance of transmission lines.
STEP 4
After collecting the required data, load flow analysis is performed. Here, backward/
forward sweep algorithm is used for load flow analysis.
STEP 5
In backward sweep, current is calculated with help of Kirchoff’s current law and in
forward sweep, voltage is calculated by Kirchoff’s voltage law.
STEP 6
As a result of load flow analysis, voltage, real power, reactive power, real power
losses and reactive losses are evaluated.
STEP 7
For the optimal allocation of CS and DG in the distribution system, voltage stability
index technique is used.
STEP 8
For the integration of CS in the distribution system, index values are calculated by the
VSI technique. The charging station is placed at the bus with minimum index value
i.e. in the bus with higher stability.
24
STEP 9
After the integration of CS in the distribution system, again index values for the
system with CS is calculated for the optimal allocation of DG. The DG should be
placed at the bus where the index value is maximum.
STEP 10
For the optimal allocation of DG in the system, the size of DG is calculated using
analytical method.
STEP 11
Then reliability of the system is assessed. Reliability assessment is performed by loss

of load probability technique.
STEP 12
Reliability is assessed for 24 hour load variation for the system with only CS and both
CS and DG.
STEP 13
The net reliability of the system with only CS is compared with net reliability of the
system with both CS and DG. Reliability of the system is good when the net LOLP
value is maximum.
STEP 14
The voltage, real power, reactive power, real power losses, reactive losses are
evaluated and compared for the system without both CS and DG, with only CS and
with both CS and DG.
STEP 15
The voltage is enhanced; losses are minimized after introducing of DG in the

distribution system with only CS.
25
STEP 16
The above steps are performed again for different distribution system models.
26
CHAPTER 6
RESULTS AND DISCUSSION
6.1 IEEE 12 BUS RADIAL DISTRIBUTION SYSTEM
1 2 3 4 5 6 7 8 9 10 11 12
SS
Figure 6.1 IEEE 12 bus radial distribution system
 The proposed work is validated through 12 bus radial distribution system

connected to a 11 kV substation as shown in figure 6.1.
 It consists of 11 load buses connected via single main feeder. The load datas
and line data are collected (J.Senthil Kumar et al 2017).
 In base case condition, this system has a real power load of 435 kW and
reactive power load of 405 kW.
 The real and reactive power supplied from the substation is 455.7138 kW and
413.0411 kW, respectively.
 Real and reactive power loss from the base case load flow is, 20.7138 kW and
8.0411 kW, respectively.
6.1.1 INTEGRATION OF CS AND DG
Distribution system is integrated with charging station and distributed

generation. The location of charging station is identified by VSI technique. The
charging station is placed at the bus where the VSI is minimum because the stability
in that region is maximum shown in figure 6.2. The instability region is selected for
the allocation of DG that is the weakest branch in the distribution system.
27
0.012
0.01
0.008
VSI (p.u)
0.006
0.004
0.002
0
1 2 3 4 5 6 7 8 9 10 11 12
Bus number
VSI CS
Figure 6.2 VSI graph with CS
The above figure 6.2 shows the variation of Voltage Stability Index at each bus. An
unit of VSI is p.u. The placement of Charging Station is identified by VSI technique.
The charging station is fixed at the bus VSI is minimum i.e. at the bus12.
5
Number of vehicles
0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
Time (hour)
Figure 6.3 Load variation graph
The above figure 6.3 shows the variation of load for 24 hour. Hyundai Kona requires
6 hours for complete charging as it allows to travel a distance of 312 Km. The load is
varied based on the usage of vehicles (load) for a day.
28
Table 6.1 Load percentage variation
Time (hour) Load (%)

1 100
2 100
3 90
4 100
5 85
6 80
7 70
8 45
9 100
10 100
11 98
12 95
13 100
14 100
15 75
16 70
17 65
18 55
19 50
20 60
21 100
22 96
23 97
24 100
The table 6.1 shows the variation of load percentage for 24 hours. During peak hours
the usage of vehicles is more so the number of vehicles decreases while charging i.e.
less consumption of load. Except the peak hours, the consumption of load is high i.e.
the number of vehicles for charging is more.
29
40
35
Real power loss (kW)
30
25
20
15
10
5
0
DG Size (kW)
Figure 6.4 DG size graph
The above figure 6.4 shows the variation of real power loss regarding Distributed
Generation size. Real power loss decreases with increase in Distributed Generation
size. At certain point, real power loss begins to increase with increase in Distributed
generation size. The point where the real power loss drops at last is fixed as optimal
DG size. Hence, 400 kW is concluded as DG size for this 12 bus system.
0.018
0.016
0.014
0.012
VSI (p.u)
0.01
0.008
0.006
0.004
0.002
0
1 2 3 4 5 6 7 8 9 10 11 12
Bus number
VSI CS DG
Figure 6.5 VSI graph with CS and DG

30
The figure 6.5 shows VSI of the distribution system with CS and DG. After the
allocation of Charging Station, the size of Distributed Generation is calculated and it
is placed where the VSI of Distribution System with charging station is maximum.
DG CS
1 2 3 4 5 6 7 8 9 10 11 12
SS
Figure 6.6 IEEE 12 bus radial distribution system with CS and DG
The figure 6.6 shows the 12 bus radial distribution system with CS and DG. The
placement of DG and CS is fixated by Voltage Stability Index technique. DG is
allocated at bus9 and CS is allocated at bus12. The losses from real and reactive
power after the allocation of DG and CS is 18.922 kW and 6.4721 kW respectively.
6.1.2 PERFORMANCE EVALUATION
1.02
1
0.98
Voltage magnitude (p.u)
0.96
0.94
0.92
0.9
0.88
0.86
0.84
1 2 3 4 5 6 7 8 9 10 11 12
Bus number
WITHOUT DG & CS WITH CS WITH DG & CS
Figure 6.7 Voltage profile graph
The above figure 6.7 shows variation of voltage at each bus in 12 bus distribution
system without both distributed generation and charging station, with only charging
station, and with both distributed generation and charging station. It is shown from the
graph that after the allocation of charging station the voltage drops when compared to
31
the voltage in distribution system without both CS and DG. The introduction of
Distributed Generation in the distribution system with CS, enhances voltage by
compensating the losses caused by the backward power flow. Thus, the voltage is
improved after the allocation of both charging station and distributed generation.
Allocation of DG at bus9 causes the maximum voltage at bus9 and increase in voltage
at nearest buses.
9
8
7
6
5
4
3
2
1
0
1 2 3 4 5 6 7 8 9 10 11
Branch number
Figure 6.8 Real power loss graph
The loads in distribution system become unbalanced by the introduction of CS in the

distribution system and hence losses are further increased. The above figure 6.8
shows, the losses reduced by the allocation of distributed generation in the distribution
system.
3.5
3
Reactive power loss (kVAr)
2.5
2
1.5
1
0.5
0
1 2 3 4 5 6 7 8 9 10 11
Branch number
Figure 6.9 Reactive power loss graph

32
Reactive power loss graph is similar to real power loss graph. Losses in the
distribution system are increased by integrating it with Charging Station. These losses
are reduced by the installation of Distributed Generation.
Table 6.2 Performance Analysis
Without With
With CS
CS & DG CS & DG
DG Location - 5 9
DG Size (kW) - - 400
CS Location - 12 12
CS capacity (kW) - 156.8 156.8
Real Power from Substation (kW) 455.7138 634.9223 85.6682

Reactive Power from Substation
413.0411 421.0105 413.1343
(kVAr)
Real Power Loss (kW) 20.7138 43.1223 18.922
Reactive Power loss (kVAr) 8.0411 16.0105 6.4721

Minimum voltage (p.u) @ bus 0.9434@9 0.9056@9 0.9964@4
From the table 6.2, real power from the substation for distribution system with
Charging Station is increased by 39.30% and real power loss is increased by 51.9%
when compared to real power and real power losses in distribution system without
charging station and distributed generation. But after the installation of distributed
generation the real power from substation and real power losses are decreased by
86.5% and 56.1% respectively. The minimum voltages are identified at bus9 for
distribution system without charging station and distributed generation and system
with charging station and bus4 for distribution system with charging station and
distributed generation.
6.1.3 RELIABILITY EVALUATION
The below figure 6.10 shows the load profile graph of 12 bus system. The generation
capacity of the distribution system is identified as 435 kW for 24hours. Bar graph
shows the variation of standard load and Electric Vehicle load with respect to time.
33
The point where the bar graph touches the generation capacity line and at that time the
LOLP is 1 and LOLP for rest of the time is 0.
700
600
500
Load (kW)
400
300
200
100
0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
Time (hour)
STD LOAD EV GENERATION CAPACITY
Figure 6.10 Load profile graph
120
100
80
Load (%)
60
40
20
0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
Time (hour)
Figure 6.11 Load percentage graph
The above figure 6.11 shows the load percentage variation for 24 hours. This graph
reaches peak when the number of vehicles for charging increases.
34
Table 6.3 Reliability analysis with CS
Total
STD DG Generation G(T)-
Time EV Pin Loss load
Load Size capacity L(T)
(hour) (kW) (kW) (kW) L(T) LOLP
(kW) (kW) G(T) (kW) (kW)
(kW)
1 196 435 0 455.71 20.713 435 631 -196 1
2 196 435 0 455.71 20.713 435 631 -196 1
3 196 391.5 0 455.71 20.713 435 587.5 -152.5 1
4 196 435 0 455.71 20.713 435 631 -196 1
5 196 369.7 0 455.71 20.713 435 565.7 -130.7 1
6 235.2 348 0 455.71 20.713 435 583.2 -148.2 1
7 39.2 304.5 0 455.71 20.713 435 343.7 91.3 0
8 39.2 195.7 0 455.71 20.713 435 234.95 200.0 0
9 39.2 435 0 455.71 20.713 435 474.2 -39.2 1
10 39.2 435 0 455.71 20.713 435 474.2 -39.2 1
11 39.2 430 0 455.71 20.713 435 469.2 -34.2 1
12 78.4 415 0 455.71 20.713 435 493.4 -58.4 1
13 78.4 435 0 455.71 20.713 435 513.4 -78.4 1
14 78.4 435 0 455.71 20.713 435 513.4 -78.4 1
15 78.4 326.2 0 455.71 20.713 435 404.6 30.35 0
16 78.4 304.5 0 455.71 20.713 435 382.9 52.1 0
17 156.8 282.7 0 455.71 20.713 435 439.5 -4.55 1
18 78.4 239.2 0 455.71 20.713 435 317.6 117.35 0
19 196 217.5 0 455.71 20.713 435 413.5 21.5 0
20 196 261 0 455.71 20.713 435 457 -22 1
21 196 435 0 455.71 20.713 435 631 -196 1
22 196 420 0 455.71 20.713 435 616 -181 1
23 117.6 425 0 455.71 20.713 435 542.6 -107.6 1
24 117.6 435 0 455.71 20.713 435 552.6 -117.6 1

35
Table 6.4 Reliability analysis with CS and DG
Total
(kW)
1 196 435 400 90.67 28.364 462.30 631 -168.6 1
2 196 435 400 90.67 28.364 462.30 631 -168.6 1
3 196 391.5 400 90.67 28.364 462.30 587.5 -125.1 1
4 196 435 400 90.67 28.364 462.30 631 -168.6 1
5 196 369.7 400 90.67 28.364 462.30 565.75 -103.4 1
6 235.2 348 400 90.67 33.832 456.83 583.2 -126.3 1
7 39.2 304.5 400 90.67 15.641 475.02 343.7 131.32 0
8 39.2 195.7 400 90.67 15.641 475.02 234.95 240.07 0
9 39.2 435 400 90.67 15.641 475.02 474.2 0.828 0
10 39.2 435 400 90.67 15.641 475.02 474.2 0.828 0
11 39.2 430 400 90.67 15.641 475.02 469.2 5.828 0
12 78.4 415 400 90.67 17.561 473.10 493.4 -20.29 1
13 78.4 435 400 90.67 17.561 473.10 513.4 -40.29 1
14 78.4 435 400 90.67 17.561 473.10 513.4 -40.29 1
15 78.4 326.2 400 90.67 17.561 473.10 404.65 68.459 0
16 78.4 304.5 400 90.67 17.561 473.10 382.9 90.209 0
17 156.8 282.7 400 90.67 23.870 466.8 439.55 27.25 0
18 78.4 239.2 400 90.67 17.561 473.10 317.65 155.45 0
19 196 217.5 400 90.67 28.364 462.30 413.5 48.805 0
20 196 261 400 90.67 28.364 462.30 457 5.305 0
21 196 435 400 90.67 28.364 462.30 631 -168.6 1
22 196 420 400 90.67 28.364 462.30 616 -153.6 1
23 117.6 425 400 90.67 20.287 470.38 542.6 -72.21 1
24 117.6 435 400 90.67 20.287 470.38 552.6 -82.21 1

36
The generation capacity is calculated by,
Generation capacity, G(t)=DG size + Pin - Losses
Total load, L(t)= std load + EV load
LOLP is 1 if G(t)-L(t)<0 and LOLP is 0 if G(t)-L(t)>=0. LOLP is calculated for 24

hours.
From table 6.3, LOLP for a system is calculated by the summation of LOLP for
24 hours divided by 24. Here, the LOLP of this system is calculated as 0.75.
Table 6.4 shows that after the allocation of Distributed Generation in 12 bus
system, the generation capacity, input power, losses are changed. With respect to the
changes, the LOLP is calculated for every hour. The net LOLP of this system after the
allocation of Distributed Generation is calculated as 0.54167.
On comparing the table 6.3 and 6.4, the LOLP of a system with CS is larger
when compared to system with CS and DG. Reliability is good when LOLP is low.
Thus, reliability is enhanced in the system with CS and DG.
250
200
150
100
G(T)-L(T) (kW)
50
0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
-50
-100
-150
-200
-250
Time(hour)
Figure 6.12 Reliability analysis with CS
The above figure 6.12 shows the reliability analysis of a distribution system
with only CS for every 24 hours. If the value of G(t)-L(t) is greater than or equal to 0
37
then LOLP at that time will be 0. Suppose G(t)-L(t) is less than 0 then LOLP at that
time will be 1. Thus the LOLP value depends on generation capacity and total load.
300
250
200
150
G(T)-L(T) (kW)
100
50
0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
-50
-100
-150
-200
Time (hour)
Figure 6.13 Reliability analysis with CS and DG
The figure 6.13 shows the reliability analysis of the distribution system with
both DG and CS. The LOLP of a time is 0 when the value of G(t)-L(t) is greater than
or equal to 0 and LOLP will be 1 when G(t)-L(t) is less than 0. The above shows that
the reliability is improved in the system with both CS and DG compared to the system
with only CS.
0.007
0.006
0.005
Power flow (kW)
0.004
0.003
0.002
0.001
0
1 2 3 4 5 6 7 8 9 10 11
-0.001
-0.002
Branch number
WITHOUT DG&CS WITH CS WITH DG&CS
Figure 6.14 Power flow graph

38
Figure 6.14 shows the power flow in the distribution system. When distributed
generation is added to the distribution system, the backward power will flow towards
the substation. Here, in 12 bus system distributed generation is installed at bus9. From
bus9 reverse power will flow on the basis of DG size.
6.2 IEEE 33 BUS RADIAL DISTRIBUTION SYSTEM
23 24 25
26 27 28 29 30 31 32 33
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
SS
19 20 21 22
Figure 6.15 IEEE 33 bus radial distribution system
The proposed work is carried out using 33 bus radial distribution system
connected to a 12.66 kV substation.
Figure 6.15 consists of 32 load buses connected via main and lateral feeders.
The load data’s and line data’s are collected (M. M. Aman et al 2013). It has a real
power load of 3715 kW and reactive power load of 2300 kW.
The real and reactive power supplied from the substation is 3884.5 kW and
2414.8 kW respectively.
39
Real and reactive power loss from the base case load flow is 169.5135 kW and
114.8382 kW respectively.
6.2.1 INTEGRATION OF CS AND DG
0.016
0.014
0.012
0.01
VSI (p.u)
0.008
0.006
0.004
0.002
0
1 2 3 4 5 6 7 8 9 101112131415161718192021222324252627282930313233
Bus number
VSI CS
Figure 6.16 VSI graph with CS
Figure 6.16 shows VSI graph with CS. VSI technique is used for the optimal
allocation of Distributed Generation and Charging Station. The Charging Station is
placed at the bus where VSI is minimum. In this proposed system, Charging Station is
placed at bus33.
200
180
160
140
120
100
80
60
40
20
0
DG Size (kW)
Figure 6.17 DG size graph

40
In this above graph 6.17, the real power loss value decreases by increasing the size of
DG. But after some point real power loss values starts to increase. Thus, the minimum
value of real power loss is fixated as DG size.
0.016
0.014
0.012
0.01
VSI (p.u)
0.008
0.006
0.004
0.002
0
1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33
Bus number
VSI CS DG
Figure 6.18 VSI graph with CS and DG
Figure 6.18 shows the Voltage Stability Index graph with Charging Station and
Distributed Generation for 33 bus Distribution System. VSI technique is used to find
the weakest branch in Distribution System and this method is used to determine the
optimal sizing and siting for the installation of Distributed Generation. VSI is
calculated for the distribution system with Charging Station. Distributed Generation is
placed at bus6 because DG should be placed at a bus where VSI is minimum. Thus,
the Charging Station is placed at bus33 and Distributed Generation at bus6.
The below figure 6.19 shows the 33 bus radial distribution system with CS and
DG. The VSI technique is used for the allocation of Charging Station and Distributed
Generation.
41
23 24 25
CS
26 27 28 29 30 31 32 33
DG
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18
SS
19 20 21 22
Figure 6.19 IEEE 33 bus radial distribution system with CS and DG
6.2.2 PERFORMANCE EVALUATION
1.02
1
0.98
Voltage magniitude (p.u)
0.96
0.94
0.92
0.9
0.88
0.86
1 2 3 4 5 6 7 8 9 101112131415161718192021222324252627282930313233
Bus number
Figure 6.20 Voltage profile graph
The voltage profile graph 6.20 shows the variation of voltage in the
Distribution System without Charging Station and Distributed Generation, without
Distributed Generation and with Charging Station and Distributed Generation. The
42
maximum voltage in this system without Charging Station and Distributed Generation
is 0.997133 p.u, without Distributed Generation is 0.997048 p.u and with Charging
Station and Distributed Generation is 0.998412 p.u.
50
45
40
35
30
25
20
15
10
5
0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
Branch number
Figure 6.21 Real power loss graph
The above Figure 6.21 shows the real power loss in 33 bus radial distribution
system. Because of increasing number of PHEV, losses in distribution system are
further increased. These losses can be minimized by the allocation of Distributed
Generation at suitable bus. Considerable decrease in power loss is noticed in
distribution system with Charging Station after the introduction of Distributed
Generation in it.
35
30
Reactive power loss (kW)
25
20
15
10
5
0
1 2 3 4 5 6 7 8 9 1011121314151617181920212223242526272829303132
Branch number
Figure 6.22 Reactive power loss graph

43
Reactive power loss graph is similar to real power loss graph. Losses in
distribution system are reduced by the optimal allocation of distributed generation.
The total reactive power loss in this system without charging station and distributed
generation is 114.8382 kW, with charging station is 126.541 kW and with charging
station and distributed generation is 71.0985 kW. Thus the graph 6.22 shows the
losses are reduced after the allocation of distributed generation.
Table 6.5 Performance Analysis
Without With
With CS
CS & DG CS & DG
DG Location - 6 6
DG Size (kW) - - 2750
CS Location - 33 33
CS capacity (kW) - 156.8 156.8
Real power from substation (kW) 3884.5 4058.2 1217.9
Reactive power from substation
2414.8 2426.5 2371.1
(kVAr)
Real power loss (kW) 169.5135 186.3839 96.0627
Reactive power loss (kVAr) 114.8382 126.541 71.0985
Minimum voltage (p.u) @ bus 0.9217@18 0.9259@18 0.9589@18
From the table 6.5, it is shown that the real power from substation for system
without Distributed Generation and Charging Station is 3884.5 kW and with Charging
Station is 4058.2 kW i.e. 4.47 % increase.
After the installation of Distributed Generation, real power is reduced by 69.9

% in comparison with the distribution system with Charging Station. Real power loss
in the distribution system is increased by 9.95 %, after the placement of Charging
Station and it is reduced to 48.45 % by the optimal allocation of Distributed
Generation. The minimum voltages are identified at bus18.
44
6.2.3 RELIABILITY EVALUATION
4500
4000
3500
3000
2500
Load (kW)
2000
1500
1000
500
0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
Time (hour)
STD LOAD EV GENERATION CAPACITY
Figure 6.23 Load profile graph
Load profile graph 6.23 shows the variation of load (standard and Electric
Vehicle) for 24 hours. The generation capacity of this system is identified as 3714.9
kW. When the load graph touches the generation capacity line the LOLP is 1
otherwise LOLP will be 0.
Table 6.6 shows that the generation capacity of the system is calculated by size
of distributed generation, input power and losses. Thus, the value of generation
capacity is 3714.9 kW. The total load is evaluated by the summation of standard load
and EV load. LOLP of the system is calculated as 0.458333.
The generation capacity of the distribution system with both charging station
and distributed generation is found to be 3870.19 kW. The net LOLP of the system is
0.166667 is shown from the table 6.7.
Reliability of a system is improved when LOLP is minimum. Thus the

reliability is improved in the system with both charging station and distributed
generation compared to the system with only charging station is shown from the table
6.6 and 6.7
45
Table 6.6 Reliability evaluation with CS
Total
Load Size capacity L(T) LOLP
(hour) (kW) (kW) (kW) L(T)
(kW)
1
1 196 3715 0 3884.5 169.5 3714.9 3911 -196.0
1
2 196 3715 0 3884.5 169.5 3714.9 3911 -196.0
0
3 196 3343.5 0 3884.5 169.5 3714.9 3539.5 175.48
1
4 196 3715 0 3884.5 169.5 3714.9 3911 -196.0
0
5 196 3157.7 0 3884.5 169.5 3714.9 3353.7 361.23
0
6 235.2 2972 0 3884.5 169.5 3714.9 3207.2 507.78
0
7 39.2 2600.5 0 3884.5 169.5 3714.9 2639.7 1075.2
0
8 39.2 1671.7 0 3884.5 169.5 3714.9 1710.9 2004.0
1
9 39.2 3715 0 3884.5 169.5 3714.9 3754.2 -39.21
1
10 39.2 3715 0 3884.5 169.5 3714.9 3754.2 -39.21
0
11 39.2 3604.7 0 3884.5 169.5 3714.9 3643.9 71.086
0
12 78.4 3529.2 0 3884.5 169.5 3714.9 3607.6 107.33
1
13 78.4 3715 0 3884.5 169.5 3714.9 3793.4 -78.41
1
14 78.4 3715 0 3884.5 169.5 3714.9 3793.4 -78.41
0
15 78.4 2786.2 0 3884.5 169.5 3714.9 2864.6 850.33
0
16 78.4 2600.5 0 3884.5 169.5 3714.9 2678.9 1036.0
0
17 156.8 2414.7 0 3884.5 169.5 3714.9 2571.5 1143.4
0
18 78.4 2043.2 0 3884.5 169.5 3714.9 2121.6 1593.3
0
19 196 1875.5 0 3884.5 169.5 3714.9 2071.5 1643.4
0
20 196 2229 0 3884.5 169.5 3714.9 2425 1289.9
1
21 196 3715 0 3884.5 169.5 3714.9 3911 -196.0
1
22 196 3566.4 0 3884.5 169.5 3714.9 3762.4 -47.41
1
23 117.6 3603.5 0 3884.5 169.5 3714.9 3721.1 -6.164
1
24 117.6 3715 0 3884.5 169.5 3714.9 3832.6 -117.6
46
Table 6.7 Reliability evaluation with CS and DG
Total
(kW)
1 196 3715 2750 1217.9 97.70 3870.1 3911 -40.80 1
2 196 3715 2750 1217.9 97.70 3870.1 3911 -40.80 1
3 196 3343.5 2750 1217.9 97.70 3870.1 3539.5 330.6 0
4 196 3715 2750 1217.9 97.70 3870.1 3911 -40.80 1
5 196 3157.7 2750 1217.9 97.70 3870.1 3353.7 516.4 0
6 235.2 2972 2750 1217.9 99.47 3870.1 3207.2 661.2 0
7 39.2 2600.5 2750 1217.9 91.90 3870.1 2639.7 1236.2 0
8 39.2 1671.7 2750 1217.9 91.90 3870.1 1710.9 1607.7 0
9 39.2 3715 2750 1217.9 91.90 3870.1 3754.2 121.79 0
10 39.2 3715 2750 1217.9 91.90 3870.1 3754.2 121.79 0
11 39.2 3604.7 2750 1217.9 91.90 3870.1 3643.9 232.09 0
12 78.4 3529.2 2750 1217.9 93.16 3870.1 3607.6 267.08 0
13 78.4 3715 2750 1217.9 93.16 3870.1 3793.4 81.334 0
14 78.4 3715 2750 1217.9 93.16 3870.1 3793.4 81.334 0
15 78.4 2786.2 2750 1217.9 93.16 3870.1 2864.6 1010.0 0
16 78.4 2600.5 2750 1217.9 93.16 3870.1 2678.9 1195.8 0
17 156.8 2414.7 2750 1217.9 96.06 3870.1 2571.5 1300.2 0
18 78.4 2043.2 2750 1217.9 93.16 3870.1 2121.6 1753.0 0
19 196 1875.5 2750 1217.9 97.70 3870.1 2071.5 1798.6 0
20 196 2229 2750 1217.9 97.70 3870.1 2425 3654.1 0
21 196 3715 2750 1217.9 97.70 3870.1 3911 -40.80 1
22 196 3566.4 2750 1217.9 97.70 3870.1 3762.4 107.77 0
23 117.6 3603.5 2750 1217.9 94.55 3870.1 3721.1 152.19 0
24 117.6 3715 2750 1217.9 94.55 3870.1 3832.6 40.749 0

47
2500
G(T)-L(T) (kW) 2000
1500
1000
500
0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
-500
Time (hour)
G(T)-L(T)
Figure 6.24 Reliability analysis with CS
The above figure 6.24 shows the reliability analysis of the distribution system with
only CS for every 24 hours. If the value of G(t)-L(t) is greater than or equal to 0 then
LOLP at that time will be 0. Suppose G(t)-L(t) is less than 0 then LOLP at that time
will be 1. Thus the LOLP value depends on generation capacity and total load.
4000
3500
3000
G(T)-L(T) (kW)
2500
2000
1500
1000
500
0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
-500
Time (hour)
G(T)-L(T)
Figure 6.25 Reliability analysis with CS and DG
The figure 6.25 shows the reliability analysis of the distribution system with both CS
and DG. The LOLP of a time is 0 when the value of G(t)-L(t) is greater than or equal
to 0 and LOLP will be 1 when G(t)-L(t) is less than 0. The above shows that the
48
reliability is improved in the system with both CS and DG compared to the system
with only CS.
0.045
0.04
0.035
0.03
Power flow(kW)
0.025
0.02
0.015
0.01
0.005
0
-0.005 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
-0.01 Branch number
WITHOUT DG&CS WITH CS WITH DG&CS
Figure 6.26 Power flow graph
The above figure 6.26 shows that the reverse current from the bus6 shows that
the distributed generation is placed at bus6. The current will flow backward until it is
compensated by the power from the substation. Thus, the distributed generation
supplies power to rest of the branches.
Table 6.8 Comparison between 12 and 33 bus system
12 bus 33 bus
Real power from substation (kW) 85.6682 1217.9
Reactive power from substation

413.1343 2371.1
(kVAr)
Real power loss (kW) 18.922 96.0627
Reactive power loss (kVAr) 6.4721 71.0985
Minimum voltage (p.u) @bus 0.9964@4 0.9589@18

49
DG location 9 6
DG capacity (kW) 400 2750
CS location 12 33
CS capacity (kW) 156.8 156.8

50
CHAPTER 7
CONCLUSION
This project proposes the effectiveness of the introduction of charging station and
distributed generation in the distribution system. The proposed method is tested on 12
and 33 bus radial distribution system. Distributed Generation is integrated with
charging station to decrease the impact on distribution system. By the introduction of
new technologies such as distributed generation, electric vehicle, microgrid and
automated protection devices gives an opportunity for improving the reliability.
Distributed Generation should be placed at the farthest bus from the source to reduce
the transmission losses. Backward and Forward sweep algorithm gives the value of
voltages at each bus, real and reactive power losses of the system. VSI technique is
implemented for finding the optimal allocation of distributed generation and exact loss
formulas are implemented for finding the optimal size of distributed generation. The
results have been developed for without both charging station and distributed
generation, with only charging station and with both charging station and distributed
generation. The result graph shows that after the integration of charging station and
distributed generation, the voltage profile and reliability is significantly enhanced,
losses and stresses are reduced in the distribution system.
51
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55
ANNEXURE - I
INDIVIDUAL WORK CONTRIBUTION
RELIABILITY ASSESSMENT IN DISTRIBUTION SYSTEM WITH PLUG-

IN HYBRID ELECTRIC VEHICLE AND DISTRIBUTED GENERATION
S. NANDHINI 161EE159
In our project Distributed Generation and Charging station are integrated in the
Distribution System for the assessment of reliability. Distributed Generation is
integrated with charging station to decrease the impact on distribution system. The
project is done by using Matlab coding. I have studied the base coding for load flow
analysis and literature survey based on Distributed Generation. The literature survey
was completed and found different types of Distributed Generation. The proposed
methodology was prepared for our project by using 12 and 33 bus distribution system.
I have studied Voltage Stability Index and performed analysis for the evaluation of the
index. This index is used for the allocation of Distributed Generation. The optimal
size and location of distributed generation is identified by using voltage stability index
technique. The integration technique is implemented in the coding. By running the
code, the suitable bus is identified for the allocation of Distributed Generation and the
variation of the voltage and losses are found.
In 12-bus distribution system, the loads in distribution system become

unbalanced by the introduction of Charging Station in the distribution system and
hence losses are further increased. These losses are reduced by the introduction of
distributed generation. The Distributed Generation should be placed at the bus where
the index value is maximum. The distributed generation is located at bus 9 in 12 bus
system. When distributed generation is added to the distribution system, the backward
power will flow towards the substation from bus 9. Thus, the reverse power is
compensated by the power from the substation. The distributed generation size is
calculated using real power losses. The real power loss value decreases by
56
increasing the size of Distributed Generation. But after some point real power loss
values starts to increase. Thus, the minimum value of real power loss is fixated as DG
size. The distributed generation size for 12 bus system is 400 kW. From the result, the
voltage profile shows that the voltage level increases and losses are reduced after the
allocation of distributed generation.
Similarly, for 33 bus system the distributed generation is introduced by using

voltage stability index technique. The instability region is found for the allocation of
distributed generation. The instability region is the weakest branch in the distribution
system. After the allocation of distributed generation, the instability region becomes
stable. The distributed generation is located at bus 6 in 33 bus system. The reverse
current from the bus6 shows that the distributed generation is placed at bus6. The
current will flow backward until it is compensated by the power from the substation.
Thus, the distributed generation supplies power to rest of the branches. The distributed
generation size for 33 bus system is 2750 kW. The simulation result is prepared for 33
bus distribution system. The voltage profile shows that the voltage level increases and
losses are reduced after the distributed generation is introduced. A Distributed
Generator has an advantage of lower power electricity cost and larger power
reliability. Distributed Generation should be placed at the farthest bus from the source
to reduce the transmission losses. The integration of Distributed Generation into the
Distribution system reduces the losses and enhances the reliability.
[S.NANDHINI]
57

P.PREETHI 161EE168
In the first week, I have done Literature survey in Distribution system. From
that survey I got an overview of Distribution system. After the completion of
Literature survey I have decided to work on radial Distribution System and referred
many papers on radial distribution system. Then I have studied MATLAB base coding
and implementation of operating functions. Literature survey on Load flow analysis is
done. From that study, I have identified the effective method to perform Load flow
analysis. Forward and Backward sweep algorithm is identified as effective method to
perform Load flow analysis. Then base code for Load flow analysis is analyzed and
studied. After the completion of Load flow analysis, literature survey is done on
reliability and reliability assessment techniques. Loss Of Load Probability technique is
identified as effective method for the evaluation of reliability and it is introduced in
the MATLAB coding. Literature survey on Loss Of Load Probability is done. From
that I have prepared flow chart for Loss Of Load Probability. Then Loss Of Load
Probability equation is formulated. Loss Of Load Probability equation is introduced in
the MATLAB coding. I have selected PHEV Hyundai KONA electric car as load. I
have varied the load based on the usage of vehicles. Then load graph is prepared. The
load graph shows the variation of load with respect to time. Load percentage variation
tabulation is prepared. The tabulation shows the variation of load percentage for 24
hours.
Load profile graph is prepared for 12 bus radial distribution system. This graph
shows the variation of total load with respect to time and generation capacity line is
also included in this graph. Reliability evaluation tabulation is made for 12 bus radial
distribution system with only charging station and with both charging station and
distributed generation. Reliability evaluation tabulation comprises of time, electric
vehicle load, standard load, distributed generation size, input power, losses, generation
capacity, total load and LOLP. EV load values are noted from the load graph and
58
standard load values are noted by referring load percentage variation tabulation. For
the distribution system with only CS Pin, losses are taken from the base case load
flow and for the system with both CS and DG Pin and losses are varied because of the
integration of DG. Thus, reliability assessment is done for the 12 bus radial
distribution system. I have identified that the reliability is enhanced in the system with
both CS and DG compared to the system with only CS. Then I have decided to apply
this reliability evaluation methodology in 33 bus distribution system. Load graph,
Load percentage variation tabulation, load profile graph, reliability evaluation
tabulation are prepared for 33 bus radial distribution system. Reliability is evaluated
for 33 bus radial distribution system. The result shows that the reliability is enhanced
in 33 bus radial distribution system similar to that of 12 bus radial distribution system.
Finally, I have included all the obtained results in our project report.
[P.PREETHI]
59

E.VAISHNAVI 161EE201
The project is done by using MATLAB coding on distribution side. In first

week, I have studied the literature survey on Plug-in Hybrid Electric Vehicle(PHEV)
domain and studied the base coding in MATLAB and its operation functions to
implement in the program. Next week, I studied about the difference of using Plug-in
Hybrid Electric Vehicle with comparison of conventional vehicle and hybrid electric
vehicle. Next, after the completion of literature survey on Plug-in Hybrid Electric
Vehicle, I prepared the methodology flow chart of the project. After that, we need to
know the best approach of load flow analysis for steady state operating condition of
determining voltage profile and to reduce losses in distribution system. Since I’m
working in distribution network, I have studied and found that the Forward and
Backward sweep algorithm is the best for analysing the load flow of Distribution
system. In backward sweep, for computing voltage and current using KVL and KCL
method respectively and in forward sweep, downstream voltage is calculated.
My objective is to place the Charging Station in distribution system by

integrating Plug-in Hybrid Electric Vehicle. So, I have developed and prepared the
problem formulation on Plug-in Hybrid Electric Vehicle by studying the Voltage
Stability Index(VSI) technique and its equations. As nowadays Electric Vehicle(EV)
is trending, Charging Station(CS) is important. The equations of VSI technique is
implemented in MATLAB code and by running the code, the values are noted and
formulated for the calculation of introducing charging station is identified for suitable
bus by integrating PHEV, where voltage varies at each bus. By concluding, charging
station is placed where voltage is less in a particular bus, where there will be more
stability in that region of the bus and also increases in power loss. Here, I taken 12 bus
and 33 bus radial distribution system to place charging station, where charging station
is placed at 12th bus in 12 bus and similarly for 33 bus radial distribution system is at
33rd bus respectively in the distribution system. For calculation Charging Station
60
capacity is calculated as 39.2kWh from Hyundai KONA electric vehicle, which is

taken as example. As we consider of placing charging station in the city by fixing 4
vehicles to charge at a time, so placing 4 vehicle we get charging station capacity as
156.8kWh.
Then, calculated the Real power and Reactive power losses without the
placement of charging station and with placing of charging station for 12 and 33 bus
radial distribution system and graph is made on them. Then calculated all the values
and tabulated. While placing of charging station, I analysed that voltage becomes less
in placing of charging station when compared to without placing of charging station
and similarly real and reactive power losses becomes high when placing of charging
station compared to non-placing of charging station in the distribution system. Finally,
the obtained results are VSI graph after placing of charging station, voltage profile
graph without placing of charging station and with placement of charging station and
also similar graph about real and reactive power losses in 12 bus and 33 bus radial
distribution system.
[E.VAISHNAVI]
61
ANNEXURE – II
PUBLICATION CERTIFICATE
62
63
ANNEXURE – III
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RELIABILITY ASSESSMENT IN DISTRIBUTION

SYSTEM WITH PLUG-IN HYBRID ELECTRIC

DEPARTMENT OF ELECTRICAL AND ELECTRONICS ENGINEERING

BANNARI AMMAN INSTITUTE OF TECHNOLOGY

ANNA UNIVERSITY: CHENNAI 600 025

Certified that this project report “RELIABILITY ASSESSMENT IN

Submitted for Viva Voce examination held on ____________.

Internal Examiner External Examiner

We affirm that the project work titled “Reliability Assessment in Distribution

(Signature of candidate) (Signature of candidate) (Signature of candidate)

S.NANDHINI P.PREETHI E.VAISHNAVI

I certify that the declaration made above by the candidates is true.

We would like to enunciate heartfelt thanks to our esteemed Chairman

We are grateful to Dr.P.Prem, Head of the Department, Electrical and

We wish to express our sincere thanks to Project Co-ordinator Dr.P.Sivaraman,

We wish to express our sincere thanks to Faculty guide Dr.J.Senthil Kumar,

Distributed generation is a small-scale generation unit connected nearer to the

CHAPTER TITLE PAGE NO

LIST OF CONTENTS iii

LIST OF TABLES viii

LIST OF SYMBOLS AND ABBREVATIONS ix

1.3 TASK UNDERTAKEN 4

1.6 INTENDED APPROACH 5

1.7 ORGANIZATION OF THE REPORT 5

3.1.1 Radial Distribution System 11

3.1.2 Distributed Generation 11

4.1 VOLTAGE STABILITY INDEX (VSI) 15

4.2 LOSS OF LOAD PROBABILITY (LOLP) 17

4.3 OBJECTIVE FUNCTION 18

4.3.1 Power Balance Constraint 18

4.3.2 Bus Voltage Constraint 18

4.3.3 DG Penetration Constraint 18

4.4 LOAD FLOW ANALYSIS 19

5.1 LOLP FLOW CHART 22

6 RESULTS AND DISCUSSION 26

6.1.1 Integration On CS and DG 26

6.1.2 Performance Evaluation 30

6.1.3 Reliability Evaluation 32

6.2.1 Integration On CS and DG 39

6.2.2 Performance Evaluation 41

6.2.3 Reliability Evaluation 44

INDIVIDUAL WORK CONTRIBUTION 55

5.1 LOLP flow chart 22

6.1 IEEE 12 bus radial distribution system 26

6.2 VSI graph with CS 27

6.3 Load variation graph 27

6.4 DG size graph 29

6.5 VSI graph with CS and DG 29

6.7 Voltage profile graph 30

6.8 Real power loss graph 31

6.9 Reactive power loss graph 31

6.10 Load profile graph 33

6.11 Load percentage graph 33

6.12 Reliability analysis with CS 36

6.13 Reliability analysis with CS and DG 37

6.14 Power flow graph 37

6.15 IEEE 33 bus radial distribution system 38