Modern power systems are suffering pressures from government, large industries and investors. Especially when new type of loads is emerging, such as EVs. These new technologies make life easier and more comfortable. However, they also challenge the traditional power system. For example, with a large level of EV penetration, are there enough charging stations to facilitate EVs’ charging. How the impact factors such as different load patterns, EVs’ [1] charging locations and network topology affect this. This is becoming vital not only for power system operators, but also for EVs’ users. In this Project we have Developed mixed-integer programming model to determine the optimal reactive power assessment to charging station by considering types of loads. We have also considered the impacts of limiting EV’s full state of charge on the total charge energy for charging station planning.[6] Nowadays, the recent and massive investments in electric mobility, mainly in Electric Vehicles (EVs) represents a new pattern in the transports sector, alternatively to the vehicles with Internal Combustion Engines (lCE). In Electrical Vehicle charging system, when reactive power supply lower voltage, as voltage drops current must increase to maintain power supplied, causing system to consume more reactive power and the voltage drops further. If the current increase too much, transmission lines go off line, overloading other lines and potentially causing cascading failures. The uncoordinated and random charging of EVs increases peak load, losses and voltage limit violations in the distribution system voltage deviations, overloading of distribution transformers Consumers are normally charged for reactive as well as active power, this gives them an incentive to improve the load power factor by using shunt capacitors. Compensating devices are usually added to supply or absorb reactive power and thereby control the reactive power balance in a desired Manner. In this project we have analyzed the impact of reactive power on grid with or without EV charging we have analyzed percentage efficiency, voltage regulation, Sending and Receiving End (3 phase voltage and current, Active power, Reactive power, apparent power) on different load conditions we have noted different electrical parameters using MATLAB simulations with the help of MATLAB simulation and we have observed the increase in reactive power effect According that we have provided Assessment which will increase the efficiency of the system

1. Reactive Power Assessment With
And Without Electrical Vehicle
Charging

2. INTRODUCTION
• Nowadays, the recent and massive investments in electric mobility, mainly
in Electric Vehicles (EVs) represents a new pattern in the transports sector,
alternatively to the vehicles with Internal Combustion Engines (lCE).
• In Electrical Vehicle charging system, when reactive power supply lower
voltage, as voltage drops current must increase to maintain power supplied,
causing system to consume more reactive power and the voltage drops
further . If the current increase too much, transmission lines go off line,
overloading other lines and potentially causing cascading failures.
• Consumers are normally charged for reactive as well as active power; this
gives them an incentive to improve the load power factor by using shunt
capacitors. Compensating devices are usually added to supply or absorb
reactive power and thereby control the reactive power balance in a desired
manner.

3. Block Diagram

4. MATLAB-SIMULINK
Fig: Short Transmission Line With Normal Load

5. Fig: EV Charging Connection (Lithium-Ion) 20 AH (R-Phase)
(With Load)

6. Fig: EV Charging Connection (Lithium-Ion) 80AH+20 AH
(R+Y Phase) (With Load)

7. Fig: EV Charging Connection (Lithium-Ion) 80 AH+80 AH+20 AH
(R+Y+B Phase) (With Load)

8. MATLAB Simulation Result
As per our MATLAB simulation, sending end & receiving end parameters, we are getting
different load conditions of EV's. When we increase the load simultaneously on short
transmission line, we observe an impact on it as shown in efficiency graph or reading
efficiency, decreases from 94.43% to 94.36%. If the load is normal (no EVs are connected)
the reactive power is 228.6 KVAR After connecting the 3-phase transformer, the reactive
power is 288.9 KVAR. when the EV load was connected to the R phase (20Ah, 40Ah, 60Ah,
80 Ah) battery capacity, At 20Ah load reactive power is 229.0 KVAR at 80Ah EV’s load
reactive power is 228.7 KVAR. when the EV load was connected to the R+ Y phase (20Ah,
40Ah, 60Ah, 80 Ah) battery capacity, at 80+ 20Ah load reactive power is 229.4 KVAR at
80+80Ah EV’s load reactive power is 229.0 KVAR. when the EV load was connected to the
R+Y+B phase (20Ah, 40Ah, 60Ah, 80 Ah) battery capacity, At 80Ah+80Ah+ 20Ah load reactive
power is 230.2 KVAR at 80Ah+80Ah+80Ah EV’s load reactive power is 229.4 KVAR. As per
load is increases Active power And Apparent power is increase with respect EV's load.

9. Impact of Plug-in Electric Vehicle(PEV)
Impact of PEVs on the electric grid -An electric grid consists of
generation, transmission, and distribution systems. The generation system
composed of power plants that generate electricity from a variety of
sources such as coal, gas, solar, wind etc. The transmission system consists
of transmission lines that transfers electricity between generation and
distribution systems, and it also includes transformers to step up the
electricity to the higher voltage. The distribution system mainly consists of
substations, and transformers to step down the electricity to a level used by
end-use customers; usually 120/240 V for residential customers, and larger
voltage levels for some commercial and industrial customers. The impact of
PEV charging on the electric grid as a whole is mainly influenced by two
aspects; (1) the level of PEV penetration, and (2) the point in time and the
duration of PEV charging.

10. Impact on Generation
A significant amount of increased PEV penetration would
immediately result in extra energy requirement that must be
generated by a generation system. Given the insufficient of
storage availability on an electric grid, it would result in
challenge of instantaneous and continuous matching between
demand and generation . In addition, uncoordinated PEV
charging in terms of time and duration may introduce new
peak for the system load, which in turn may result in increased
time during which the power plants may have to work at full
power and thereby increasing costs and reduced system
reliability

11. Impact on Transmission
With increased PEV penetration, there will be a definite need
for increased transmission capacity that is needed to meet the
additional energy requirement of PEV charging . Therefore
without coordinated charging, the transformers may be
overloaded for extended periods. This would result in reduced
lifetime of the transformers as well as reliability constraints

12. Impact on Distribution
PEVs are likely to have more impact on the distribution system than they
will have on the generation and the transmission systems. A distribution
system can be affected by PEV charging by the same two elements
explained above. It is important to know the relationship between the
penetration level of PEVs and the components of a distribution system such
as feeders, substations, and transformers; as with higher penetration levels
of PEVs, the latter may become overloaded. Overloading of the
transformer does not immediately result in device failure, but reduces its
lifespan. A low-voltage grid is not capable of handling situations where
everyone is charging simultaneously. Local demand profiles will change
significantly because of such simultaneous or uncoordinated charging. If
many PEV owners charge their vehicle simultaneously in a district, it will
have a major impact on local infrastructure and local peak demand. Several
studies have concluded that PEVs will influence the distribution grid for
certain. The extent of the impact depends on the penetration level of the
PEVs and their charging behavior

13. Conclusion
We simulated reactive power assessment in a short transmission line with and without
electric vehicle load. After analysing the simulation, we got the different readings of
voltage, current, active power, reactive power, and apparent power of both the sending
end and receiving end, and we got the voltage regulation and efficiency of the system.
We can observe that reactive power decreases with an increase in EV load. We observed
that the efficiency of short transmission lines is decreasing from 94.43 % to 94.36 %. We
have noted that the efficiency of the system is decreasing. To improve efficiency and
reactive power level, we can use different methods like shunt reactors, series
compensators, STATCOM, etc.