“Reactive Power Assessment with And Without Electrical Vehicle Charging”

Project Report
On
“Reactive Power Assessment with And Without Electrical Vehicle Charging”
Submitted in the partial fulfillment of the requirements
For the Degree of
Bachelor Of Engineering in Electrical
By
1. SAIF FAYAJ SHAIKH. (B150652555)
2. RITIK SHASHIKANT SONAWNE. (B150652559)
3. AAMIR ASIF KHAN. (B150652529)
4. ROHAN RAJKUMAR KOLEWAD. (B150652550)
Under the guidance
Of
Prof. J.V. Satre
(Head of Department)
Department of Electrical Engineering
Trinity College of Engineering & Research, Pune.
Session – 2021 – 2022

TRINITY COLLEGE OF ENGINEERING & RESEARCH, PUNE
DEPARTMENT OF ELECTRICAL ENGINNERING
CERTIFICATE
Certified that the Project report entitled, “Reactive Power Assessment with And Without
Electrical Vehicle Charging” is a bonafied work done under my guidance by (SAIF SHAIKH
(B150652555), RITIK SONAWNE(B150652559), AAMIR KHAN(B150652529), ROHAN
KOLEWAD(B150652550)) in partial fulfillment of the requirements for the award of degree of
Bachelor of Engineering in Electrical.
Date:
(Prof. A.S. Chivate.)
Guide
Approved
(Prof. J. V. Satre) ( Dr. Abhijeet B. Auti)
HOD Principal
Electrical Dept.
E mail: Student: saifshaikh09121999@gmail.com
rohan.kolewad7@gmail.com
sonawaneritik@gmail.com
aamirk3644@gmail.com
Guide: ashwini.chivate80@gmail.com

1
ACKNOWLEDGEMENT
This is to acknowledgement and thanks all individuals who played defining role in shaping this
project report. First of all, we would like to record our sincere thanks to our principal Dr. Abhijeet B.
Auti.
We are thankful to Prof. J.V. Satre (H.O.D. Electrical Dept.) who created healthy environment for
all of us to learn in best possible way. And important role during the completion of this project was
played by our project guide Prof. Ashwini Chivate, she guided us at each and every part of this project.
We are also thankful to the all-faculty members Prof. T.S. Pinjari sir, Prof. S.Singh Sir and
Prof. Rajani miss forguiding us on site of project, without your all guidance the project would never
be completed in time.
SAIF FAYAJ SHAIKH
RITIK SONAWNE
AAMIR ASIF KHAN
ROHAN KOLEWAD
.
(Final Year Electrical.
2021-22)
.

2
ABSTRACT
Plug-in Electric Vehicles (PEV) battery chargers are mostly connected to the voltage grid for
charging, hence their increased penetration coupled with uncoordinated charging could impact the
distribution system in terms of voltage unbalance and transformer overloading. Although PEV
battery charging is increasing, impact on the distribution system is not fully understood. This project
focuses on voltage unbalance & reactive power caused by uneven distribution of PEV penetration
among the phases. Using real data provided by utility, a distribution system has been modeled and
tested using MATLAB-SIMULINK, voltage unbalance and transformer overloading is analyzed. In
the simulations conducted without PEV penetration, the real data at interlocuters of the system were
close to simulated system voltages, currents, active power & reactive power. As PEV adoption is
expected to increase, the impact on the distribution system will increase. Coordinated or smart
charging of PEVs will be essential for consumers and utilities.
Impact of reactive power support of single-phase electric vehicle chargers, during charging, in a
low-voltage residential distribution grid. reactive power support is investigated for three different
electric vehicle charging strategies: uncoordinated charging, residential off-peak tariff charging, and
vehicle-based peak shaving. For an increasing electric vehicle penetration rate and an increasing
amount of reactive power injection, the impact on the residential voltage deviations, peak load, and
grid losses is calculated. The results of the project show that the implementation of a capacitive load
behavior in electric vehicle chargers has a beneficial impact on the voltage deviations. Furthermore,
for a capacitive power factor of 0.95 or higher, there is no disadvantage with respect to the
residential peak load and the residential grid losses. However, the cost related to the increased
apparent power rating of the vehicle chargers, required to supply the reactive power, should be
assessed compared to the mentioned advantages. If the benefits outweigh the costs, reactive power
support could be considered in the grid compliance requirements of electric vehicle chargers, as it
allows deferring distribution grid infrastructure investments.

3
TABLE OF CONTENTS
SR.
NO.
TOPIC PAG
E No.
ACKNOWLEDGEMENTS 1
ABSTRACT 2
LIST OF TABLES 5
LIST OF FIGURES 6
LIST OF ABBREVIATIONS 7
1 INTRODUCTION 9
2 LITERATURE REVIEW 11
2.1 Categories of Electric Drive Vehicles 11
2.2 Hybrid Electric Vehicles 11
2.3 Battery Electric Vehicles 11
2.4 Plug-In Hybrid Electric Vehicles 12
2.5 Extended-Range Electric Vehicles 12
3 Types of Batteries 13
3.1 Battery Capacity 13
3.2 State of Charge (SOC) 13
3.3 Battery Lifetime 14
4 Charging Levels 14

4
LIST OF TABLES
Table 1. SHORT TRANSMISSION LINE WITH NORMAL LOAD
Table 2. SHORT TRANSMISSION LINE WITH NORMAL LOAD
Table 3. 1ST EV CHARGING CONNECTION (LITHIUM-ION) 10AH (R-PHASE) (WITH LOAD)
Table 4. EV CHARGING CONNECTION 10AH (R-PHASE) (WITH-OUT LOAD)
Table 5. EV CHARGING CONNECTION (LITHIUM-ION) 20AH (R-PHASE) (WITH LOAD)
Table 9. EV CHARGING CONNECTION (LITHIUM-ION) 80AH + 20AH (R+Y-PHASE) (WITH
LOAD)
Table 10. EV CHARGING CONNECTION (LITHIUM-ION) 80AH + 40AH (R+Y-PHASE)
(WITH LOAD)
Table 11. EV CHARGING CONNECTION (LITHIUM-ION) 80AH + 60AH(R+Y-PHASE) (WITH
LOAD)
Table 12. EV CHARGING CONNECTION (LITHIUM-ION) 80AH + 80AH (R+Y -PHASE) (WITH
4.1 Level I Charger 14
4.2 Level II Charger 15
4.3 Level III Charger and DC Fast Charger 16
5 Problem Statement 17
6 Block Diagram 18
7 MATLAB – SIMULINK VALUES 19
8 MATLAB – SIMULINK DIAGRAM & OBSERVATIN TABLE 22
9 MATLAB SIMULATION RESULT BASED GRAPHS 39
10 Impact of PEVs on the electric grid 41
11 Reactive Power Control 43
12 Conclusion 45
13 References 46

5
LOAD)
Table 13. EV CHARGING CONNECTION (LITHIUM-ION) 80AH + 80AH +20AH (R+Y+B -
PHASE) (WITH LOAD)
Table 14. EV CHARGING CONNECTION (LITHIUM-ION) 80AH + 80AH +40AH
(R+Y+B -PHASE) (WITH LOAD)
LIST OF FIGURES
Figure 1. SHORT TRANSMISSION LINE WITH NORMAL LOAD
Figure 2. SHORT TRANSMISSION LINE WITH NORMAL LOAD
Figure 3. 1ST EV CHARGING CONNECTION (LITHIUM-ION) 10AH (R-PHASE) (WITH
LOAD)
Figure 4. EV CHARGING CONNECTION 10AH (R-PHASE) (WITH-OUT LOAD)
Figure 5. EV CHARGING CONNECTION (LITHIUM-ION) 20AH (R-PHASE) (WITH LOAD)
Figure 9. EV CHARGING CONNECTION (LITHIUM-ION) 80AH + 20AH (R+Y-PHASE) (WITH
LOAD)
Figure 10. EV CHARGING CONNECTION (LITHIUM-ION) 80AH + 40AH (R+Y-PHASE)
(WITH LOAD)

6
Figure 11. EV CHARGING CONNECTION (LITHIUM-ION) 80AH + 60AH(R+Y-PHASE)
(WITH LOAD)
Figure 12. EV CHARGING CONNECTION (LITHIUM-ION) 80AH + 80AH (R+Y -PHASE)
(WITH LOAD)
Figure 13. EV CHARGING CONNECTION (LITHIUM-ION) 80AH + 80AH +20AH (R+Y+B -
PHASE) (WITH LOAD)
Figure 14. EV CHARGING CONNECTION (LITHIUM-ION) 80AH + 80AH +40AH
Figure 17 Level 2 battery charger model using MATLAB-SIMULINK
Figure 18 Sending end
Figure 19 Receiving End
Figure 20 Efficiency & Voltage Regulation
LIST OF ABBREVIATIONS
PEV, Plug-in Electric Vehicle
PHEV, Plug-in Hybrid Electric Vehicle
PVUR, Phase Voltage Unbalance Rate
SOC, State of Charge
AC, Alternating Current
BEV, Battery Electric Vehicle
CV, Conventional Vehicle
DC, Direct Current
EDV, Electric Drive Vehicle
EREV, Extended Range Electric Vehicle
EV, Electric Vehicle
HEV, Hybrid Electric Vehicle

7
ICE, Internal Combustion Engine
KV, Kilo Volt
KVA, Kilo Volt-Ampere
KVAR, Kilo Volt-Ampere Reactive
KW, Kilo Watt
KWH, Kilo Watt Hour
MVAR, Mega Volt-Ampere Reactive
MW, Mega Watt
NHTS, National Household Travel Survey
R, Resistance
L, Inductance
Z, Impedance
%VR, Voltage Receiving End
IR, Current Receiving End
PR, Active Power Receiving End
QR, Reactive Power Receiving End
SR, Apparent Power Receiving End
VS, Voltage Sending End
IS, Current Sending End
PS, Active Power Sending End
QS, Reactive Power Sending End
SS, Apparent Power Sending End
% 𝜂, Efficiency

8
1. Introduction
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).

9
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

10
2. LITERATURE REVIEW
2.1 Categories of Electric Drive Vehicles
The electric drive vehicles (EDVs) can be defined as vehicles that are fueled completely or partly using
electricity. Generally, electric vehicle system contains a battery for energy storage, an electric motor
for propulsion, a generator, a mechanical transmission and a power control system The term EDV
actually includes several different vehicle technologies. The main types of electric cars available today
are listed below.[2]
2.2 Hybrid Electric Vehicles
HEV is a type of electric vehicle which combines a gasoline engine and a battery powered electric
engine. Most of the battery charges come from the gasoline engine during driving and a little from
regenerative braking because the vehicles kinetic energy while breaking is captured and stored in the
battery, rather than wasting it as heat and friction. The battery in HEV increases the fuel efficiency by
25% compared to conventional automobiles. Toyota Prius is an example of hybrid vehicle that uses
both gasoline and electrical engines. [4]
2.3 Battery Electric Vehicles
Battery electrical vehicle is sometimes called pure battery electrical vehicle. Unlike the hybrid, BEV
has no internal combustion motor; thus, it is completely electric. It must be 5 connected into the power
grid for recharging at the end of the limited driving mileage. Since it purely relies on the electricity and
accommodates the driving distance of 80 miles or more, BEV requires larger battery size and capacity
(e.g., 25-35 kWh) . Battery electric vehicles do not release direct harmful emission or polluting gases;
however most of the power plants which generate the electricity to recharge BEVs are not renewable
and produce greenhouse gasses. [7]

11
2.4 Plug-In Hybrid Electric Vehicles
A PHEV is almost similar to the current hybrid electric vehicle. Its components may include an energy
storage battery, an electric drive train and a conventional internal combustion engine (ICE) for
propulsion, and a power control system . It has a larger battery c1apacity that can be recharged by
connecting a plug to an external electric power source. Since the fuel is considered as a backup resource,
PHEVs can be driven for long distance ranges. They first run up to 40 mph on the electricity when the
state of charge is high and then they utilize the internal combustion engine for additional miles. PHEVs
and BEVs are considered similar when viewed as electrical loads on the distribution system, but
certainly different in terms of their operational characteristics. PHEVs are less dependent on petroleum
than HEVs . Moreover, PHEVs are expected to be able to drive regular daily driving mileage depending
on the electricity only.[5]
2.5 Extended-Range Electric Vehicles
An extended-range electric vehicle (EREV) works through a combination of a conventional internal
engine, a bank of batteries, and an electric motor. In this mode, the vehicle 6 uses a gasoline engine to
charge its battery for propulsion. Unlike PHEVs, EREVs are capable of providing relatively more pure
electrical driving distances in all electrical range (AER) (e.g., 40- 60 miles) . In addition to the high
losses in the electrical system in the vehicle, the increased cost of the highly effective electric motor
and batteries could be regarded as another drawback of EREV. A current example of EREV is the
Chevrolet Volt.[3]

12
3 Types of Batteries
Electric vehicle batteries are entirely different from those used in electronic devices. They must have
high storage capacity within limited size and weight and reasonable prices. There are different types
of batteries which are used in electric vehicle. Examples of which are Sodium Sulphur (NAS), flow
battery, Lithium polymer, Lithium-ion battery (Li-ion), and Nickel metal hybrid (NiMH). The last
two are mostly used in all available electric vehicles because of their lightweight and the higher
efficiency as well as the energy capacity. They also provide EVs
with the best performance characteristics in terms of acceleration and driven distances.
3.1 Battery Capacity
The capacity of the battery, which is the maximum amount of the stored charges that can be extracted
from a fully charged battery under certain conditions, is an important element that determines the
average numbers of daily driven miles in the electrical range . Moreover, the battery capacity helps in
the determination of the duration of the required time to recharge the battery. According to the
Electric Power Research Institute (EPRI), PHEV’s battery would sufficiently supply close to 10 kWh
for the average daily driven miles of 33 miles Reference considered that the capacity of the PHEVs’
batteries ranges form 15 to 25 kWh.In , the maximum storage capacity for every PHEV is 11kWh
while in , the storage capacity for a compact PHEV-20 is 5 kWh and 14.4 kWh for a full-size SUV
PHEV-40.[1]
3.2 State of Charge (SOC)
State of charge (SOC) can be defined as the percentage of the remaining capacity of the vehicle
battery after the last trip. It is equivalent to the fuel gauge of the conventional internal combustion
cars . SOC can be estimated based on the number of miles driven in all electric range. SOC usually
depends on some operational conditions such as temperature, chemistry limits, and the load current.
Reference assumed that the typical state of charge of a EVs’
battery is ranged between 35% and 95% of the capacity.[2]

13
3.3 Battery Lifetime
Battery lifetime is the expected period of time when the battery is capable of being recharged and
retained to its full state of charge. The lifetime of the battery highly depends on some operational
conditions, namely temperature, the charging and discharging cycles, and the state of charge during
charging. The new advanced batteries have the ability to withstand 10000 rapid charges, charging in
10 minutes efficiently calendar lifetime of the EV’s battery should be 15 years. [5]
4 Charging Method of EV
PEV Charging Characteristics
The power needed to charge PEVs vary based on the specific battery pack and charging equipment
and therefore it is desirable for the vehicle to control battery charging; currently charging systems are
set to provide the maximum available current by default. However the functionality details in standards
have been developed for the U.S. through Society of Automotive Engineers (SAE). The common
electric vehicle conductive chargingsystem architecture has been defined by SAE J1772. It covers the
general physical, electrical, and performance requirements for the electric vehicle conductive charging
system and coupler for use in North America.According to the SAE, the charging methods for electrical
vehicle are classified into three types as follows; AC Level 1, AC Level 2 and AC Level 3. [6]
4.1 AC Level 1 Charger
AC Level 1 charger uses a standard electrical outlet dedicated at 120V/16 A and has a capacity up to 2
KW, which is the most commonly found outlet in a household. Depending on the initial SOC (State of
Charge) and capacity of the battery, Level 1 charging takes about 5-8 hrs to fully charge the vehicle's
battery . While these chargers are ideal for overnight residential charging purposes, these are not
suitable for quick commercial or public charging purposes due to the time required for the charging.
[5]

14
Level 2 charging is done using a 240 V electrical out let, more like residential appliances such as: an
electric hair dryer, electric oven or a central air conditiong system. It operates at 208- 240V, power
demand up to 15 KW and a current level not greater than 80A . Level 2 offers a smaller window of
charging time, usually half the requirement of Level 1. Level 2 chargers are the commonly found in
homes and commercial areas and must be permanently hard-wired cord set into a special box with
safety electronics to the premise for EV charging purposes only. Vehicle owners seem likely to prefer
Level 2 charging technology owing to its faster charging time and standardized vehicle-to-charger
connection, availability. [7]

15
Level 3 is a 3-phase charger and rated at 208-600V AC, maximum current output 400A and power
demand greater than 15-96 KW. Level 3 is commercial fast charging and offers the possibility of
charging time about 10-15 mins to fully charge a vehicle battery, depending on the capacity and state
of charge of the battery. Naturally these chargers use higher power in comparison with residential
charging. A lower power demand of charger is an advantage for utilizes, particularly at distribution
level seeking to minimize on-peak impact. High power penetration of charging can increase power
demand and has the potential to quickly overload local distribution equipment at peak times. Level 2
charging can increase distribution transformer losses, voltage unbalances, harmonic distortion, peak
demand, and thermal loading on the distribution system. Table shows standard charging ratings for
different charging levels.[4]
Type Nominal
Voltage (V)
Max Current
(A)
Power level
AC Level 1 120V, 1 phase 16A 2 KW
AC Level 2 208-240V, 1
phase
32A 8 KW
AC Level 3 208-600VAC,
3 phase
400A 15 - 96 KW
Table PEV charging characteristics for various levels
The new standard has an SAE J1772 ac charge connector on top and a two-pin dc
connector below and is intended to enable either ac or dc fast charging via a single
connection.

16
5 Problem Statement
From the consumer point of view, the PEV batteries have to be charged so the driver can drive off with
a fully- charged battery. That brings in the question of place and time for charging these batteries. There
are two main places where the PEV batteries can be recharged: either on a corporate or public car park,
or at home. Irrespective of the location, uncoordinated power consumption that can result from this
charging activity on a local scale can lead to grid problems. The charging of PEVs has an impact on the
distribution grid because thesevehicles consume a large amount of electrical energy and this demand
of electrical power can lead to extra-largeand undesirable peaks in the energy consumption. The impact
of these extra single phase electrical loads can be analyzed in terms of power losses and voltage
unbalances. From the distribution system operator point of view, the power losses during charging are
of an economic concern and transformer and feeder overloads are of a reliability and safety concern. In
addition, power quality (e.g., voltage profile, unbalance, harmonics, etc.) is essential to the distribution
grid operator as well as to grid customers. Voltage deviations are a definite power quality concern. In
this regard, measuring these voltage imbalances over a distribution grid due to wider consumption of
electricity for charging PEVs is central in finding a solution such as "smart "or" coordinated charging".

17
6 Block Diagram
Single line diagram
Block Diagram

18
7 MATLAB – SIMULINK VALUES
We have simulated a 3-phase 220 KV 40 km long transmission line, which has frequency of 60 Hz. It
has resistance per phase 0.15 ohm per km and the inductance per phase is 1.3263 mH per km. The
shunt capacitance is negligible. Here we have used the short transmission line model. We are using
level 2 charger for electric vehicle charging.
At the sending end of transmission line, we have taken the reading of voltage, current, active power,
reactive power and apparent power.
At the receiving end of transmission line, we have taken the reading of voltage, current, active power,
reactive power and apparent power.
We have taken all the readings to find the efficiency and voltage regulation.
The load given on the transmission line is 381 MVA at 0.8 lagging power factor. We have calculated
the value of resistance, inductance, impedance in both ways manually with the formulas and with the
simulation.
The calculation is as follows:
Resistance of the transmission line: R= 0.15 ohm/km
. For 40 km = 0.15*40 = 6 ohm
Inductance of the transmission line: L= 1.3263 * 10^-3 H
. For 40 km = 1.3263 * 10^-3 * 40 = 0.053052 H
Impedance of the transmission line: Z= (r + w * L) * l
. For 40 km = (0.15 + j*2π*f*1.3263*10^-3) *40
. Z= (6+j20) ohm
Receiving end’s active power, reactive and apparent power:
The receiving end apparent power is 𝑉𝑅(3-phase) = 381 MVA
The receiving end active and reactive power can be calculated as :
𝑆𝑅(3-phase) = 381 MVA ∠ cos^-1(0.8)

19
. =381*[(cos (36.87) + j sin (36.87)]
𝑆𝑅(3-phase) = 304.8 MW + j 228.6 MVar
Active Power ( 𝑃𝑅)=304.8 MW
Reactive Power ( 𝑄𝑅)=228.6 MVar
Receiving End voltage and current:
𝑉𝑅= 220 KV
The receiving end voltage will be
𝑉𝑅=
220 𝑘𝑣
√3
= 127 KV
The current per phase is given by
𝐼𝑅=
𝑆𝑟 (3−𝑝ℎ𝑎𝑠𝑒)
3∗𝑉𝑟
=
381∗106∠−36.87°
3∗127∗103 =
381∗103∠−36.87°
381
= 1000 ∠ -36.87°
Sending end phase voltage and line voltage:
The Sending end voltage is
𝑉𝑆 = 𝑉𝑅+ 𝐼𝑅* z = 127∠0° kv + (1000∠-36.81°) (6+j20)
𝑉𝑆 = 127000 ∠ 0° v + (1000* (cos(-36.81°)+ jsin(-36.81°))) + (6+j20)
𝑉𝑆 = 144.33 ∠ 4.93 KV
The Sending end line to line voltage
𝑉𝑆(L-L) = √3 × 𝑉𝑆(phase)

20
. = √3 × 144.33 ∠ 4.93° KV
. = 250KV
The Sending end current = The Receiving end current ()
𝐼𝑆 = 𝐼𝑅 = 1000 ∠ -36.87°
The Sending end apparent, active, reactive power:
𝑆𝑆(3-phase) = 3 × 𝑉𝑆(ph) × 𝐼𝑆(ph)
. = 3 × 144.33 × 103
∠ 4.93° × 1000 ∠ 36.81°
𝑆𝑆(3-phase) = 322.8 MW + j288.6 MVAR
. = 433 ∠ 41.8° MVA
Sending end Active Power 𝑃𝑆 = 322.8 MW
Sending end Rezctive Power 𝑄𝑆 = 288.6 MVAR
Sending end apparent Power 𝑆𝑆 = 433 ∠ 41.8° MVA
% Voltage Regulation (% VR)=
𝑉𝑆−𝑉𝑅
𝑉𝑅
× 100 =
250−220
220
× 100 = 13.6%
%𝜂 =
𝑃𝑟 (3−𝑝ℎ𝑎𝑠𝑒)
𝑃𝑠 (3−phase)
× 100=
304.8
322.8
× 100 = 94.4%
At first, we taken the values of voltage, current, active power, reactive power and apparent power
with only load of 381 MVA connected to short transmission line.
Then we have added the electrical vehicle of 10 Ah capacity to the transmission line. After that, we
took the values of voltage, current, active power, reactive power and apparent power.
After taking all the readings, we compared the readings of both condition when only fixed load was
connected to the short transmission line and when the electrical vehicle of 10 Ah was connected to the
short transmission line.

21
8 MATLAB – SIMULINK DIAGRAM AND OBSERVATIN TABLE
Fig.1
SHORT TRANSMISSION LINE WITH NORMAL LOAD
% 𝜂 %R SENDING END RECEIVING END
94.43 13.64
VOLTAGE CURRENT ACTIVE
POWER
REACTIVE
POWER
APPERENT
POWER
POWER
REACTIVE
POWER
APPERENT
POWER
144.3
144.3
144.3
99.98
99.98
99.98
322.7 288.5 432.9 127
127
127
99.98
99.98
99.98
304.8 228.6 380.9

22
Fig.2
TRANSFORMER CONNECTION
POWER
REACTIVE
POWER
APPERENT
POWER
POWER
REACTIVE
POWER
APPERENT
POWER
94.41 13.67 144.3 100.1 323.1 289.1 433.5 127 100.1 305.1 228.9 381.4

23
Fig.3
1ST
EV CHARGING CONNECTION (LITHIUM-ION) 10AH
(R-PHASE) (WITH LOAD)
94.42 13.53
POWER
REACTIVE
POWER
APPERENT
POWER
POWER
REACTIVE
POWER
APPERENT
POWER
144.3
144.3
144.4
100.3
100.2
100.2
322.6 289.1 434.1
127.1
127.1
127.1
100.3
100.2
100.2
304.6 229 382.3

24
Fig.4
EV CHARGING CONNECTION 10AH
(R-PHASE) (WITH-OUT LOAD)
99.99 -
0.016
14
POWER
REACTIVE
POWER
APPERENT
POWER
POWER
REACTIVE
POWER
APPERENT
POWER
144.3
144.4
144.4
0.1856
0.1856
0.1856
567.6 567.6 803.6
144.3
144.3
144.3
0.1856
0.1856
0.1856
567.6 567.4 803.7

25
Fig.5
94.42 13.58
POWER
REACTIVE
POWER
APPERENT
POWER
POWER
REACTIVE
POWER
APPERENT
POWER
144.4
144.3
144.3
100.3
100.2
100.2
322.7 289.1 434.1
127.1
127.1
127.1
100.3
100.2
100.2
304.6 229 382.2

26
Fig.6
94.41 13.56
POWER
REACTIVE
POWER
APPERENT
POWER
POWER
REACTIVE
POWER
APPERENT
POWER
144.4
144.3
144.3
100.3
100.2
100.2
322.8 289.1 434.1
127.1
127.0
127.2
100.3
100.2
100.2
304.7 228.9 382.3

27
Fig.7
94.41 13.53
POWER
REACTIVE
POWER
APPERENT
POWER
POWER
REACTIVE
POWER
APPERENT
POWER
144.3
144.3
144.4
100.4
100.2
100.3
322.7 289.1 434.3
127.1
127.0
127.2
100.4
100.2
100.3
304.7 228.9 382.5

28
Fig.8
94.41 13.6
POWER
REACTIVE
POWER
APPERENT
POWER
POWER
REACTIVE
POWER
APPERENT
POWER
144.3
144.4
144.3
100.2
100.2
100.3
322.8 288.9 434.1
127.0
127.2
127.1
100.2
100.2
100.3
304.8 228.7 382.2

29
Fig. 9
EV CHARGING CONNECTION (LITHIUM-ION) 80AH + 20AH
(R+Y-PHASE) (WITH LOAD)
94.41 13.5
POWER
REACTIVE
POWER
APPERENT
POWER
POWER
REACTIVE
POWER
APPERENT
POWER
144.3
144.2
144.4
100.5
100.4
100.5
322.9 289.7 434.8
127.1
127.0
127.7
100.5
100.4
100.4
304.9 229.4 383

30
Fig.10
%
𝜂
%R SENDING END RECEIVING END
94.4 13.59
POWER
REACTIVE
POWER
APPERENT
POWER
POWER
REACTIVE
POWER
APPERENT
POWER
144.3
144.3
144.4
100.4
100.4
100.4
323.2 289.4 434.7
127.1
127.1
127.1
100.4
100.4
100.4
305.1 229.1 382.8

31
Fig.11
%
𝜂
94.4 13.62
POWER
REACTIVE
POWER
APPERENT
POWER
POWER
REACTIVE
POWER
APPERENT
POWER
144.3
144.3
144.5
100.3
100.3
100.3
323.1 289.3 434.3
127
127
127.1
100.3
100.3
100.3
305 229.1 382.2

32
Fig.12
(R+Y -PHASE) (WITH LOAD)
94.41 13.48
POWER
REACTIVE
POWER
APPERENT
POWER
POWER
REACTIVE
POWER
APPERENT
POWER
144.3
144.3
144.5
100.5
100.4
100.4
322.9 289.6 435
127.2
127.1
127.3
100.5
100.4
100.4
304.9 229.1 383.3

33
Fig.13
EV CHARGING CONNECTION (LITHIUM-ION)
80AH + 80AH +20AH
94.45 13.65
POWER
REACTIVE
POWER
APPERENT
POWER
POWER
REACTIVE
POWER
APPERENT
POWER
144.4
144.3
144.3
100.4
100.4
100.3
322.1 290.6 434.7
121
127.9
127.9
100.4
100.4
100.3
304.2 230.2 382.8

34
Fig.14
80AH + 80AH +40AH
94.38 13.58
POWER
REACTIVE
POWER
APPERENT
POWER
POWER
REACTIVE
POWER
APPERENT
POWER
144.3
144.3
144.4
100.5
100.5
100.6
323.9 289.8 435.4
121.1
127.1
127.1
100.5
100.5
100.6
305.7 229.3 383.4

35
Fig.15
80AH + 80AH +60AH
94.44 13.62
POWER
REACTIVE
POWER
APPERENT
POWER
POWER
REACTIVE
POWER
APPERENT
POWER
144.3
144.3
144.3
100.5
100.4
100.4
322.9 291.1 435
121
127.9
127.1
100.5
100.4
100.4
304.9 230.6 382.7

36
Fig.16
80AH + 80AH +80AH
94.36 13.6
POWER
REACTIVE
POWER
APPERENT
POWER
POWER
REACTIVE
POWER
APPERENT
POWER
144.3
144.3
144.4
100.6
100.5
100.6
324.7 290 435.4
121
127.1
127.2
100.6
100.5
100.6
306.4 229.4 383.3

37
Figure: Simulink distribution system layout of subsystem section 2
Fig. 17 Level 2 battery charger model using MATLAB-SIMULINK

38
9 MATLAB SIMULATION RESULT BASED GRAPHS
Fig.18
Fig.19
0
50
100
150
200
250
300
350
400
450
500
SENDING END
reactive power active power Apparent Power Voltage
0
200
400
600
800
1000
1200
RECEIVING END
reactive power active power Apparent Power Voltage

39
Fig.20
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.
85
90
95
100
105
110
Efficiency & Voltage Regulation
Efficiency Voltage Regulation

40
10 Impact of PEVs on the electric grid
An electric grid consists of generation, transmission, and distribution systems. The generation
system composedof 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. [6]
1 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 paucity 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
2 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.
3 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;

41
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 levelof the PEVs
and their charging behavior.[6]

42
11 Reactive Power Control
For maximum utilization of power generation, it is necessary to have power factor unity, However the
generation, transmission and distribution systems need reactive power for the operation of the
equipments connected in the network. The Indian Electricity Act prescribes the limits on voltage
regulation and are differentin case of low, high and extra high tension lines. There is also a limit
on frequency variation of the supply.Thus, there are many factors associated with the reactive power
control. Maximum Demand and Power factor being the major components of the power tariffs. There
is one more aspect of electric supply and it relates to power quality. Reactive power control, therefore,
plays a vital role in the power systems network. The static capacitors are used for controlling the power
factor. Every kVA added by the capacitor bank has to be included in the costing of reactive power.
Power factor, if leads is of no use since it unnecessarily increases the cost of reactive power. The
reactive power control, in general, should lead to the following objectives.[4]
1. Revenue requirement of all the sectors, i.e. generation, transmission and distribution.
2. Economy in transmission because of optimal reactive power flow.
3. Operational flexibility
4. Cost effective solution
Reactive power is the combination of forward moving real power combined with imaginary flow.
Reactive power is required to maintain the voltage to deliver active power. Reactive power deficiency
causes the voltage to drop down. Reactive power refers to the circulating power in the grid which is not
consumed and has strong effect on system voltages. Excess or deficit reactive power can cause voltage
stability issues, heating oscillations ultimately causing the system to become unstable. Hence it is
important to control and manage the reactive effectively to increase system stability and efficiency.

43
Various ways of reactive power control are through:
(i) Synchronous condensers
(ii) Capacitors/Capacitor Banks
(iii) Shunt Reactors
(iv) Series compensators
(v) STATCOM

44
12 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.

45
13 References
1 N. Rotering and M. Ilic, "Optimal Charge Control of Plug-In Hybrid Electric Vehicles in
DeregulatedElectricity Markets," Power Systems, IEEE Transactions on, vol. 26, pp. 1021-1029,
2011
2 Alam, M.M.; Mekhilef, S.; Seyedmahmoudian, M.; Horan, B. Dynamic Charging of Electric
Vehicle withNegligible Power Transfer Fluctuation. Energies 2017, 10, 701
3 Jiang, C.; Torquato, R.; Salles, D.; Xu, W. Method to assess the power-quality impact of plug-
in electricvehicles. IEEE Trans. Power Deliv. 2014, 29, 958–965
4 Assessment of a Battery Charger for Electric Vehicles with Reactive Power Control Vitor
Monteiro, l. G. Pinto, Bruno Exposto, Henrique Gon<;alves, loao C. Ferreira, Carlos Couto, loao L.
Afonso Centro Algoritmi -University of Minho - Guimaraes, Portuga
5 Coordinated Electric Vehicle Charging with Reactive Power Support to Distribution Grids
Jingyuan Wang,Student Member, IEEE, Guna R. Bharati, Member, IEEE, Sumit Paudyal, Member,
IEEE, Oguzhan Ceylan, ˘Member, IEEE, Bishnu P. Bhattarai, Member, IEEE, and Kurt S. Myers,
Member, IEEE
6 Optimal Coordinated EV Charging with Reactive Power Support in Constrained Distribution
Grids IEEE PESGeneral Meeting Sumit Paudyal, Oğuzhan Ceylan, Bishnu P. Bhattarai, Kurt S.
Myers July 2017
7 Impact of Plug-In Electric Vehicle Battery Charging on a Distribution System S. K. Bunga
Student Member, IEEE University of Tennessee at Chattanooga 615 McCallie Ave Chattanooga, TN,
37403 sharmilabunga@gmail.com A. H. Eltom Senior Member, IEEE University of Tennessee at
Chattanooga 615 McCallie Ave Chattanooga, TN, 37403 Ahmed-Eltom@utc.edu N. Sisworahardjo
Member, IEEE University ofTennessee at Chattanooga 615 McCallie Ave Chattanooga, TN, 37403
nurh@ieee.org

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