This document discusses the application of plug-in hybrid electric vehicles (PHEVs) for smart grids in the Indian power sector. It describes how PHEVs can help with demand side management by charging from renewable energy sources and providing power back to the grid. The document also examines issues like harmonic distortion caused by PHEV charging and its impact on transformers. It proposes a distributed strategy for PHEV charging and discharging that involves regional dispatch centers and charging stations. Finally, it suggests that introducing electric 2-wheelers widely in India first could significantly reduce household power demand.

1. APPLICATION OF PHEVs FOR SMART
GRID IN INDIAN POWER SECTOR
Eshwar Pisalkar, IEEE member; Parita Bhojani, IEEE member and Abhijeet Pathade, IEEE member
eshwarpisalkar14@stu.upes.ac.in, paritabhojani@gmail.com, abhijeet_pathade@yahoo.com
M.Tech, Power Distribution with Specialization in Smart Grid
University Of Petroleum and Energy Studies, Dehradun
Abstract- The ever-increasing rate at which global
energy reserves are depleting has alarmed
economic, environmental, industrial, and societal
levels worldwide. These problems together with
the Kyoto Protocol measurements push
manufactures to increase the number of PHEVs in
market. Electric bikes come under middle
segment and India is seen as future hub for
electric vehicles business. Market is expected to
rise by 100% this year and then 200% in the
consequent years. Plug-in-Hybrid Electrical
Vehicles (PHEVs) can be charged by Renewable
Energy Systems (RESs) and Inductive power
transfer (IPT). IPT technology that has been
widely accepted for numerous industry and
charging applications. Coordinated Charging is
essential to minimize the impact on the electricity
production system and could be implemented
using smart meter technology. The V2G Concept
and the issue of power quality management for
smart grids is given importance in this paper and
also it proposes a load management strategy based
on transformer derating for minimizing harmonic
distortion in distribution feeders and
transformers. In this paper better Distribution
strategy is suggested with the help of PHEVs. Also
we are concentrating more on two-wheeler EVs,
as scope of two wheeler electrical vehicles is more
as compared to four wheelers PHEVs in
developing countries like India.
Keywords-Smart Grid, V2G, Charging System,
AMI, IPT, Harmonic Distortion, Transformer
losses.
I. INTRODUCTION
The V2G approach considers BEVs/PHEVs as a
generation resource for the buildings at certain
periods of time via bidirectional power transfers,
which could increase the flexibility of the electrical
distribution system operation [1]. EVs are expected
to participate in most energy markets, to improve the
sections of bulk energy, spinning reserves and
frequency regulation. The plug-in EV will be always
close to the energy demand, and potentially the
efficiency of stored energy in EV´s batteries is
significantly higher than the energy stored in
hydrogen and in fuel cells hydrogen cars. Moreover
the hydrogen cars have just limited capacity to
provide ancillary services to the grid in comparison
to EVs [2] .The EVs can be used as loads, energy
sources (small portable power plants), and energy
storages in a smart grid integrated with renewable
energy sources (RESs). BEVs/PHEVs have large-
capacity batteries and an intelligent converter to
connect to electric power grid. High speed bi-
directional communications networks will provide
the framework for real time monitoring and control
of transmission, distribution and end-user consumer
assets for effective coordination and usage of
available energy resources [3]. A maximum power
transfer of about 10 kW is given by current
technology of bidirectional converters and practical
limits of residential service could support. Efforts are
being made to modernize this concept in terms of
Wireless charging i.e. IPT and implementation
technologies such as AMI and RESs and also in
reducing the problems related to harmonics [3].
Along with Non Linear Pricing, another potential use
of PHEVs is the supply of reactive power to the grid.
The PHEV power inverters could also adjust the
power factor coming from the vehicle to allow
reactive power support to the grid [4]. Electric
vehicles are capable of providing a set of interesting
ancillary services to the grid, in that they may
contribute to provide the required storage capacity,
that enable use of renewable energy. In addition the
individual perspective benefits from the possible
revenues from providing these services and
constitutes a significant motivation to the EVs
owners [5]. Two wheelers, dominate the market with
97-98% of sales occurring for electric bikes, scooters
and motorbikes.
The impacts of typical smart grid
operations such as PHEV charging with charging
stations must be assessed for transformer health and
performance considerations. Charging stations are

2. expected to be located in residential and light
commercial areas [6].
II. METERING STRATEGIES FOR V2G
The AMI(Advance Metering Infrastructure)
includes supporting Hardware and Software ensuring
the measurement, storage and processing of
consumption data of end user integrating electricity,
gas, water and heat meters. It is interaction with the
consumer using different types of interfaces as well
as interaction with service provider, using
communication system. The AMI concept is often
associated to other terms like smart metering. Smart
metering will lead to opportunities to make PHEVs a
controllable load, to apply vehicle-to-grid (V2G) and
to combine PHEVs and renewable energy in the
network [6]. The first, a basic version of the smart
meter, will include all the necessary functionalities to
cope with the less demanding charging approaches,
i.e. the DC and the MPT, in domestic environment.
The second, an advanced version of the smart meter
for home charging, will incorporate enhanced
functionalities in order to deal with the more
elaborated charging strategies, i.e. Smart Charging
(SC) and V2G. The third, an advanced smart meter
for public charging points, has the same vehicle
management functionalities, but with less complexity
as it does not have to control household related
appliances or micro generation units [7].
III. SMART CHARGING AND DISTRIBUTION
NETWORK SYSTEMS
Most existing systems use a ‘hard-wired’ power
interface to couple the EV to the grid but such
systems pose many disadvantages. For this reason,
the technique of inductive power transfer (IPT)
technology has been widely accepted for numerous
industry applications [7]. IPT system under various
operating conditions indicate that the proposed
bidirectional contactless power transfer concept is
viable and can be used in applications such as V2G
systems to charge and discharge electric or hybrid
vehicles, which are connected to the power grid [14].
The electric vehicles in the V2G service are not only
mobile distributed loads but also mobile distributed
generations for Indian market. The effective
operation of V2G depends on the grid scheduling and
control system. The tradition distribution network is
radial structure and a single power supply, and the
protection of distribution network is designed on this
basis. The structure of distribution network will be
changed when the distributed powers access to
distribution network. The distributed power will
provide fault current in addition and change the node
short-circuits value when the distribution network
failure, which will affect the correct operation of the
protection unit. The other problems include power
quality; reliability influence and islanding detection
are also need a further study [13].
Fig.1. IPT System Physical Layout [7]
IV. EFFECT OF RENEWABLE ENERGY SOURCES
FOR CHARGING
The Cost and emisssion reductions in a smart grid
are worked out by maximizing utilization of EVs and
RESs(Wind and Solar energies can turn out to be
beneficial in the ratio of 2:1 for urban places) [8].
The load levelling model as follow :
Fig.2. Load leveling for EVs [8].
1) Line 1 (load-leveling model): EVs are charged
through conventional generation using load-leveling
optimization
2) Line 2 (smart grid model): EVs are charged from
RESs as loads and discharged to the grid as sources.
The charging of PHEVs has an impact on the
distribution grid because these vehicles consume a
large amount of electrical energy and this demand of
electrical power can lead to extra large and
undesirable peaks in the electrical consumption. The
improvements in power quality are possible by using
coordinated charging. Un-coordinating the charging
of PHEVs will require expensive grid improvements
and more peak power plants. Demand side
management can minimize the impact of charging
and may curtail some of the costs of UC. The
coordinated charging method offers the PHEV user
many advantages: low electricity cost under the
constraint of maximum electrical driving share; while

3. at the same time offering electricity producers,
transmitters and distributers advantages too: no extra
peak demand, more base load and less variable load.
Smart meter technology can be used for
implementing coordinated charging [8] .
Parameters Without
PHEVs
Uncoordinated
Charging
Coordinate
Charging
Load(kVA) 40 56 40
Line
Current(A)
182 266 183
Node
Voltage(V)
213 207 213
Power
Losses(%)
3.1 4.4 3.8
Table 1. Coordinate and Uncoordinate charging
In the case of uncoordinated charging, this limit
has been reached and action must be taken to reduce
the voltage drop. The problem of the voltage drop
can be tackled by placing a capacitor bank or an on-
load tap changing transformer although the latter is
not common at low voltages, but may be necessary in
the future [10] .
V.DEMAND SIDE MANAGEMENT
Demand side management describes the planning
and implementation of activities designed to
influence Indian customers in such a way that the
load shape curve of the utility company can modified
to produce power in an optimal way. The selling of
power is different from the selling of other items
because power cannot be stored. Power has to be
generated at the time it is needed or demanded by the
consumer. Power curves or load curves are used to
help power companies to determine power demands
at certain times of day. These power curves are
accurate, but there exists a certain margin of error,
which is referred to as the margin of operation.
Power companies strive to keep this margin as low as
possible because this energy produced is never
utilized. The following demand-side management
techniques are popular at the present time all over the
world [12].
• Modifying the Power Curves
• Reducing the Lighting loads
• Replacing the Motors
• Improving HV AC
• Smart Home Automation System
VI. IMPACT ON TRANSFORMER LOSSES
PEV charging stations are sizeable nonlinear loads
because of their large rating ac-dc power conversion
electronics. The resulting current harmonics can
cause abnormal operation in transformers such as
additional losses, reduced efficiency, temperature rise
as well as premature insulation and windings failure.
This could significantly impact the reliability,
security, efficiency and economy of newly
developing smart grids due to possible transformer
outages and loss of transformer life. In order to
accurately investigate these problems, a highly
detailed nonlinear three-phase three-leg transformer
model is implemented for this study [9] .In the
following fig.3 it is assumed that the charging station
is supplied from a step-down 25 kV/575 V mains
distribution transformer rated at 2 MVA (Fig. 3). A
large power diode rectification unit with the same
rating is assumed to convert ac power into dc power
necessary for battery charging. A common dc bus is
assumed to supply up to 8 rapid charger units.
Therefore, the maximum number of PHEVs arriving
at the charging station is limited to 8 PHEVs, or in to
a conventional fuel station. Furthermore, in reality,
the rapid charger units will be of similar dimensions
to conventional fuel pumps. In the modelling, the
rapid charger units are lumped together as a single
variable resistive load connected to a three-phase
rectifier circuit applied by the nonlinear transformer.
An active rectifier may replace the diode rectifier to
draw sinusoidal unity power factor line current or a
power quality compensation device (e.g., active
filters) may need to be installed in parallel to the
charging station to cancel the harmonics from the
diode rectifier.
Fig.3. Nonlinear Three-phase three-leg Transformer model.
.

4. VII. IMPACT OF HARMONICS ON TRANSFORMERS
The battery chargers for PEVs have high ratings and
employ nonlinear switching devices which may result
in significant harmonic currents injected into the
distribution system [9] . Derating is defined as the
intentional reduction in load capacity of a transformer
operating under non-sinusoidal conditions. Derating
of transformers is necessary because of additional
fundamental and harmonic losses generated by
nonsinusoidal load currents which cause abnormal
increases in transformer temperature beyond rated
operation. Transformers can suffer age reduction and
premature failure due to resulting thermal stresses in
the windings and core structure. The main methods
for estimating transformer derating are: K-Factor ,
Harmonic Loss Factor , online harmonic loss
measurement and computed harmonic losses. K-
Factor derating is applied to determine the amount of
load that must be curtailed or reconfigured to
minimize harmonic losses at the transformer. K-
Factor derating is proposed as an effective smart grid
control parameter to control harmonic rich loads
(Curtailment/penalties/incentives), which ultimately
reduces distribution system harmonics losses, and
prolong transformer lifetime.
VIII. DISTRIBUTION MANAGEMENT STRATERGY
When the number of vehicles participating in V2G
reached a large-scale, it will cause certain influence
to the safe operation of the distributed network if
completely relying on the response of the vehicle on
the load side. At the same time, it is obvious difficult
for the regional dispatch centre to dispatch each
vehicle [10]. Dividing the dispatch strategy into two
parts: the dispatch strategy of regional dispatch
centre--V2G station, and the dispatch strategy of
V2G station—vehicle, shown as fig.4. The PHEVs
has a higher capacity battery that is initially charged
through an electric outlet, maximum use of this
battery should be done to reduce the Fuel
Consumption. So in this strategy the maximum
power is drawn from battery via motor to drive the
vehicle and the Engine for sustainity of V2G
provides the rest of power.
Fig.4. The topology t in V2G station
IX. ROLE OF GRIDABLE VEHICLES FOR INDIAN
POWER SECTOR
The cost of batteries is comparatively high and
limited driving range is a concern. However, battery
technologies and capacities are rapidly improving
and costs are expected to fall as the technology gains
acceptance. Several car manufacturers such as
Nissan, Mitsubishi, General Motors and Chevrolet
have recently begun to roll out Plug-in Hybrid
Electric Vehicles (PHEVs) from their production
lines all over the World [10]. But according to the
Indian scenario, the insertion of 4 wheelers in
Transportation market needs much more
advancement in terms of acceptance tendency of
people. According to the economic levels of residents
of India, the insertion can be implemented in 3 steps,
Step1- 4 wheelers GVs for higher class.
Step2- 2 wheelers GVs for higher middle class.
Step3- electric bicycles for lower middle class.
Almost 60% of Indian Population can afford this
type of 2 wheeler (EVs). For normal people, if the
distance to be travelled is in nearby vicinity or the
area of transportation or working is less, rather than
using GVs 4 wheelers, it is more economical to use 2
wheelers. For launching of GVs in India, first of all
GVs and charging stations should be introduced in
metropolitan cities like Delhi, Mumbai, Bengaluru,
Chennai, Ahmadabad. Then according to the
response of costumers, it should be introduced in
other cities also. But 2 wheelers can be introduced in
every part of India at this point of time. These
vehicles are easily adoptable since size and capacities

5. of them are comparatively lesser. Introduction of 4
wheelers will need new charging stations and
modification in discharging system in the grid. Every
bike will contribute 1-2 kW in the grid. This will help
in Demand Side Management by reducing the overall
demand by homes from the grid
X. CONCLUSION
The operational consumption could be sufficiently
covered by the revenues that are associated to
provide energy stored in off peak periods to the grid
in peak power demand periods. PEVs have great
potential when simply parked in the home garage or
at work plugged into an outlet providing grid support.
This technology has the potential to reduce and even
eliminate our dependence on foreign oil, greatly
reduce greenhouse gas emissions, and save large
amounts of money for transportation. This issue
needs to stay at the top of the list and is critical to our
future energy independence. Furthermore, real-time
pricing, and purchase and sales rates have to be
considered in the scheduling, control, and
optimization of GVs in a smart grid. The need for
derating of the transformer is used to overcome the
detrimental effects of temperature rise and additional
losses from current harmonics injected by charging
stations. Active rectifier may replace the diode
rectifier to draw sinusoidal unity power factor line
current or a power quality compensation device (e.g.,
active filters) may need to be installed in parallel to
the charging station to cancel the harmonics from the
diode rectifier. Smart meter AMI technology can be
used for implementing coordinated charging. The
impact of smart grid load management of high
penetration of PEVs operating during peak load time
is shown to have significant benefits in reducing
transformer loading and minimizing harmonic losses
Charging PEVs off-peak showed a reduction in K-
Factor, however, there were still significant current
harmonics generated to warrant further load
curtailment action.
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