A

PROJECT REPORT
ON
“INFRASTURCTURE FOR ELECTRIC
VECHILE CHARGING STATION”

Submitted to
Savitribai Phule Pune University
In the partial fulfillment for the requirement of
Third Year in
Electrical Engineering
By
1. Gunwant Kalidas Nazirkar

Under the guidance of

PROF.J. PUROHIT
(Assistant Professor)
Department Of
Electrical Engineering

Department of Electrical Engineering

S.R.E.S’s
Shree Ramchandra college of Engineering, Pune - 412216.
2023-2024
 CERTIFICATE

This is to certify that thesis entitled “Infrastructure for electric vechile charging station ” submitted to the Savitribai
Phule Pune university (Maharashtra) towards partial fulfillment of the requirements for the award of the Degree TE

Engineering in Electrical is a bonafide record of the work carried out by us under our supervision and guidance.

NAME OF STUDENT: SEAT NUMBER PRN NUMBER

Gunwant Kalidas Nazirkar ( 4 ) (72260896K)

(Prof.J.Purohit) (Prof. V.M. Venkateshwara Rao)

Project Guide Head of Department

( ) (Prof. Dr.A.D.Desai)
External Examinar Principal

Place: Pune (Office seal)

 ACKNOWLEDGEMENT

First of all we would like to thank our parents for their blessing and the trust they have shown for pursuing our
T.E. degree. We wish to express our pleasure of acknowledging and thanks towards Prof. J. Purohit, Our Project
Supervisor for providing the technical guidelines and constructive suggestions regarding the lines of this work. They
encourages us all the times for doing this quality research work in tuned with the target puts before us. We have been very
fortunate to have guidance during our stay at the department.
We would like to place on record our deep sense of gratitude to Prof. V.M.Venkateswara Rao Head of
Department of Electrical Engineering for his generous guidance, help and useful suggestions to improve our work as well
as while carefully reviewing our project report.
We also wish to extent our sincere thanks to our concerned teaching staff or their insightful comments and
suggestions to improve our performance during our presentations at the department.
In addition, we would also like to thanks Prof. Dr. A. D .Desai, Principal of SRES’S Shree Ramchandra College
of Engineering for providing us necessary resources and support granted throughout our bachelor’s fellowship.
We also thank to our friends those have rendered their help during the course of this work.
 Contents
Abstract i
List of Figures ii
List of Tables Iv
List of Appendix v
List of Abbreviations vi
Chapter Chapter Name Page
1 Introduction 1
1.1 Introduction 1
1.2 Objectives 1
2 Literature Survey 2
2.1 Literature survey 2
2.2 Summary 2
3 An Overview on EV Charging Infrastructure 3
3.1 Characteristics of EV supply Equipment 3
3.2 Battery specification of different EV segments 3
3.2.1 Charging methods 4
3.2.2 Power Ratings 5
4 EV charging standards 7
4.1 Indian standards for AC charging 7
4.2 Indian standards for DC charging 7
5 Classification of EV Charging Infrastructure 8
5.1 Classification 8
5.1.1 Public Charging 8
5.1.2 Semi-Private Charging 9
5.1.3 Private Charging 10
5.2 Hardware Infrastructure 11
5.2.1 Data Management 11
5.2.2 Maintenance and Service 12
5.3 Technical Details 12
5.3.1 Slow AC Charging 12
5.3.2 Moderate AC Charging 12
 5.3.3 DC fast Charging 13
6 Connecting EVs to Electricity Grid 14
6.1 Type of Electricity Connection 14
6.1.1 Arranging Electricity Supply for Charging 14

6.1.2 Draw Electricity from an Existing Power Connection 15

6.1.3 Arrange for New Electrical Connection 16
7 Chapter 7 Tariff Design 18
7.1 Tariff Design 18
8 Conclusion 21
References 23
Appendix – 1 23
EV charging incentives under state EV policies 23
 Abstract
This seminar presents an overview of the Smart Infrastructure for Electric Vehicles
charging station and briefly describes the need, progression, standards for the system.
The use of EV is increasing day by day. They need to be upgrade regularly. As per
users need some security systems are installed in charging station for safety. This seminar
describes the development of public charging stations for guiding EV users. Accurate
transfer of electrical energy is monitored by the system. When any fault occurred in the
system, battery charged with desired level the system is shut down automatically. The KWH
meters with 0.5 watts accuracy are used in charging station. Which shows the use of energy
consumed by. EV for processing the data of energy used a microprocessor is used that will
shows the on screen for the user information. By the smart card the purchasing process
become easy to use. Smart cards enable the process of charging.

Key Words: KWH meters, EV, auto cut-off, microprocessor

i
 LIST OF FIGURES

Figure No. Figure Name Page

Fig 1.1 Process of Charging Station 1
Fig 3.1 Charging Methods 5
Fig 5.1 Public charging 8
Fig 5.2 Public charging point 9
Fig 5.3 Semi-Private Charging 10
Fig 5.4 Private Charging 10
Fig 6.1 Supply of Power from Existing Network 15
Fig 6.2 System Augmentation for New Connections 17

ii
 LIST OF TABLES

Table No. Table Name Page

Table 3.1 Battery Classification 3

Table 3.2 EVSE power ratings 4

iii
 LIST OF APPENDIX
Appendix - A
Annexure 1 EV charging incentives under state EV policies 23

iv
 ABBREVIATIONS
2W: Two-Wheeler
3W: Three-Wheeler
4W: Four-Wheeler
AC: Alternating Current
BEE: Bureau Of Energy Efficiency
BIS: Bureau Of Indian Standards
CEA: Central Electricity Authority
CMS: Central Management System
CNA: Central Nodal Agency
CPO: Charge Point Operator
C-rate: Charge Rate
DC: Direct Current
DDC: Dialogue And Development Commission Of Delhi
DER: Distributed Energy Resources
DERMS: Distributed Energy Resources Management System
DHI: Department Of Heavy Industry
DISCOMs: Distribution Companies
DT: Distribution Transformer
ECS: Equivalent Car Space
EESL: Energy Efficiency Services Limited
e-MSPs: E-Mobility Service Providers
EV: Electric Vehicle
EVCI: Electric Vehicle Charging Infrastructure
EVSE: Electric Vehicle Supply Equipment
FC: Fast Charger
HT: High Tension
IEC: International Electrotechnical Commission
kV: Kilovolt
kW: Kilowatt

v
kWh: Kilowatt Hour
kWp: Kilowatt Peak
LCV: Light Commercial Vehicle
LEV: Light Electric Vehicle
MCV: Medium Commercial Vehicle
OCPI: Open Charge Point Interface
OCPP: Open Charge Point Protocol
OEM: Original Equipment Manufacturer
Open ADR: Open Automated Demand Response
PCS: Public Charging Station
PPAs: Power Purchase Agreements
PSU: Public Sector Undertaking
RTA: Regional Transport Authority
SC: Slow Charger
SERC: State Electrical Regulatory Commission
SLD: Service Line Cum Development
ToD: Time-Of-Day
ToU: Time-Of-Use
TWh: Terawatt Hours

vi
 Chapter 1
Introduction
1.1 Introduction
Electric vehicles (EVs) can be charged in various ways, depending on location
and requirements. Accordingly, charging infrastructure for EVs is of different
types and designed for different applications. Specifications and standardsfor EV
chargers, also known as electric vehicle supply equipment (EVSE), vary from
country to country, based on available EV models in the market and the
characteristics of the electricity grid.

Fig. 1.1 Block Diagram of charging station.

1.2 Objectives
The objectives are
 Improvement of charging infrastructure for EVs.
 Developing and demonstrating user-friendly charging stations and
innovative charging solutions

1
 Chapter 2

LITERATURE SURVEY

2.1 Literature survey on

One such technology solution Iron is actively contributing to is within the

Smart Metering Innovation for Load flexibility (SMILY) field trial in the UK. The
trial aims to demonstrate how SMETS2 smart meters can work with EV chargers to
balance the grid when energy demand peaks in scenarios such as the Euros final +
kettle + EV charging. Within this trial, SMETS2 smart meters incentivize customers
to charge at the most efficient time from the broader energy system’s perspective by
enabling cost optimized energy tariffs for EV charging whilst enabling load control to
the network operator. This allows the network operator to efficiently balance
electrical load at the microgrid level in complex scenarios with no other option.[1]

If you’ve spent some time in the UK over the past few months, you might
have witnessed first-hand the familiar tea-time break during one of the European
Football Championship games. While many had kettles boiling midway through the
final games of the tournament, how about their electric vehicles (EV), were they also
charging at the same time?[2]

However, given the novel characteristics of this new infrastructure type, there
is a need to customize it to the unique Indian transport ecosystem and build capacity
among stakeholders to support its on-ground expansion. A contextual approach is
needed to ensure the efficient and timely implementation of EV charging
infrastructure, such that it meets local requirements and is optimally integrated within
the electricity supply and transportation networks. [3]

2.2 Summary
Overviews of recent literature on EV charging infrastructure have been
discussed and identified common aspects in each of the reviewed papers. This allows
identifying directions for further research.

2
 Chapter 3
An Overview of EV Charging Infrastructure

This chapter explains the technical concepts of electric vehicle charging

infrastructure and highlights the need for a contextual approach to local planning and
implementation of EV charging networks.

3.1 Characteristics of EV Supply Equipment

Electric vehicle supply equipment (EVSE) is the basic unit of EV charging

infrastructure. The EVSE accesses power from the local electricity supply and utilizes
a control system and wired connection to safely charge EVs. An EVSE control system
enables various functions such as user authentication, authorization for charging,
information recording and exchange for network management, and data privacy and
security. It is recommended to use EVSEs with at least basic control and management
functions, for all charging purposes. Conductive charging, or plug-in (wired)
charging, is the mainstream charging technology in use. Requirements of EVSE for
conductive charging depend on factors such as vehicle type, battery capacity, charging
methods, and power ratings.

3.2 Battery Specifications of Different EV Segments

EV charging requirements depend on the specifications of EV batteries, as
power must be supplied to the battery at the right voltage and current levels to permit
charging. Typical capacity and voltage of EV batteries vary among the different EV
segments, as shown in Table 1.

Table 1: Battery Classification

VEHICLE SEGMENT BATTERY CAPACITY BATTERY VOLTAGE

E-2W 1.2-3.3 kWh 48-72 V

E-3W (passenger/ goods) 3.6-8 kWh 48-60 V

3
 E-cars (1st generation) 21 kWh 72 V

E-cars (2nd generation) 30-80 kWh 350-500 V

Source: Market data of available EV models (as of July 2021)

3.2.1 Charging Methods

EV charging involves supply of direct current (DC) to the battery pack. As
electricity distribution systems supply alternate current (AC) power, a converter is
required to provide DC power to the battery. Conductive charging can be AC or DC.
In the case of an AC EVSE, the AC power is delivered to the onboard charger of the
EV, which converts it to DC. A DC EVSE converts the power externally and supplies
DC power directly to the battery, bypassing the onboard charger.
AC and DC charging are further classified into four charging modes, with
Modes 1-3 pertaining to AC charging and Mode 4 pertaining to DC charging. Modes
1 and 2 are applicable for connecting an EV to a standard socket outlet, utilizing a
cable and plug. Mode 1, also known as dumb charging, permits no communication
between the EV and EVSE and its use is not recommended. The portable cable used
in Mode 2 has an inbuilt protection and control capability and is typically used for
home charging. Modes 3 and 4, which provide a separate charger device to supply
power to the EV, have improved control systems and are used for commercial or
public charging.
Table 2: EVSE Power Ratings
Power Level Current Type Compatible EV
Segments

P ≤ 7 kW AC & DC E-2Ws, E-3Ws,

Normal Power E-Cars, other
Charging LCVs (up to
7 kW < P ≤ 22 kW AC & DC
1 ton)

22 kW < P ≤ 50 kW DC E-Cars, LCVs

High Power and MCVs (up to
50 kW < P < 200kW DC
Charging 1-6 ton)

4
 Fig. 3.1 Charging Methods

3.2.2 Power Ratings

EVSEs have different power ratings or levels based on charging

requirements, which in turn determine the input power requirements for
charging infrastructure.
Table 2 categorizes EV charging by power level, with normal power
charging going up to 22kW and high-power charging going up to 200kW.
While EVSEs with power ratings up to 500kW are globally available, they are
largely applicable for heavy vehicles like buses and trucks.

5
 Normal power AC charging is adequate for e-2Ws, e-3Ws and e-cars. Normal
power DC charging is unique to India, due to the prevalence of LEVs, and the use of
low-voltage batteries in e-cars. Single-phase AC chargers, with a maximum power
rating of 7kW, are adequate for LEVs and cars with single phase on-board chargers.
Three-phase AC chargers, with a power rating up to 22kW, are required for e-cars
with larger onboard chargers. Input power supply for normal power charging can be
provided from the standard electricity distribution network.
For high-voltage e-cars with battery capacities between 30-80kWh, high-
power DC charging of 50kW is used. The power level of DC chargers in the market
ranges between 25kW and 60kW. However, higher powered DC chargers will be
available soon. While high-power DC charging takes less time for e-cars, it requires
higher electricity supply with additional infrastructure. Normal power charging points
are therefore adequate for most charging requirements, including slow or overnight
charging of e-cars.

6
 Chapter 4

EV Charging standards
Standards ensure interoperability and compatibility of any EVSE with all EVs.
The Bureau of Indian Standards (BIS), the national standards body of India, is
responsible for formulating EV charging standards for the country. BIS is a member
of the International Electrotechnical Commission (IEC), which is the global body that
is developing reference standards to ensure interoperability and minimize trade
barriers for electric vehicles and their components. While Indian standards for EV
charging are compliant with global standards, local climate considerations and the
difference in vehicle types available in the country necessitate modifications that are
specifically applicable to India.

4.1 Indian Standards for AC Charging

IS 17017 is the key EV charging standard in India comprising three parts and six
sections. IS-17017- Part-1 provides the basic features of all EV charging systems. An
AC EVSE must adhere to this standard, and specific AC connector standards in the
IS- 17017-Part-2. Both AC and DC EVSE need to conform to the technical standards
IS- 17017-Parts 21 & 22. Additional Indian standards for AC EVSEs have been
approved for light EVs and e-cars (in the form of low-cost charging points), for use in
parking areas.

4.2 Indian Standards for DC Charging

IS-17017-Part-23 describes the requirements for DC charging stations, with power
output of 50kW to 200kW. Beyond this, high power charging standards are required
to cater to buses and other heavy vehicles. Recently, the BIS has finalized the IS-
17017- Part-25, which is specifically for providing low DC power of less than 7kW
for light EVs. Due to the requirement of digital communications between the DC
EVSE and the EV, data communication standards are specified in IS-17017-Part 24.
When the Combined Charging System (CCS) standard is deployed, which can provide
both AC and DC charging, communications will be as per the IS-15118 series.

7
 Chapter 5
Classification of EV Charging Infrastructure

5.1Classification
Broadly speaking, the governance of EV charging infrastructure depends on its
ownership and use. Broadly, EV charging infrastructure can be classified as
By Service
 public,
 semi-public
 private.

5.1.1 Public Charging

Usage: Open for all EV users

Locations: Public parking lots, on-street parking, charging plazas, petrol pumps,
highways, metro stations

Ownership: Municipal authorities, PSUs, CPOs, host properties

Operation: CPO-managed

8
 Fig. 5.1 Public charging

These are not fixed categories, and some charging facilities may demonstrate
hybrid characteristics. For instance, charging infrastructure owned by EV fleet
owners/operators for captive use is considered private, but it can be opened to the
public as a paid charging service when fleets are in circulation. EV charging
infrastructure at bus depots or metro station parking may be semi-public or public,
depending on whether they are open only for transit users or for all EV users.

Fig. 5.2 Public Charging Point

9
 The complexity of governance arrangements and degree of regulatory
oversight vary considerably between categories. Private charging typically involves
fewer stakeholders and requires less regulatory compliances, as we will see through
the handbook.

5.1.2 Semi-Private Charging

Usage: Shared charging for a restricted set of EV users

Locations: Apartment complexes, office campuses, gated communities, shopping

malls, hospitals, universities, government buildings, etc.

Ownership: Host properties, Original Equipment Manufacturers (OEMs) & Charge

Point Operators (CPOs)

Operation: CPO-managed

Fig. 5.3 Semi-Private Charging

5.1.3 Private Charging

Usage: Dedicated charging for personal EV or EV fleet owned by one entity Locations:
Independent homes, dedicated parking land availability

Ownership: Individual EV owners, EV fleet owners/ operators

10
Operation: Self-operated or CPO-managed (for EV fleet charging)

Fig. 5.4 Private Charging

5.2 Hardware Infrastructure

A standard charging system includes several fundamental hardware
components as described below:
 The power electronics assembly is the core of a charging station. It supplies
the power to the EV’s onboard battery charger.
 The charge controller is the intelligence of the charging station and manages
basic charging functions, like turning a charger on and off, metering of power
usage, and storing key bits of real-time and event data.
 The network controller provides the interconnection of the charging station to
the broader network. It allows the station to communicate with its network
using an on-board telecommunications device so that system managers can
monitor, review, and control the device usage. It also manages user access to
charging stations.
 The cable and connector are sometimes referred to as a charging gun. It plugs
into the vehicle making a safe physical connection between the charger and
vehicle. Charging guns or connectors often conform to a standard form factor
specific to the vehicle OEM (e.g., CCS, CHAdeMO, SAE J1772, IEC 60309)

11
5.2.1 Data management
EVs and EV chargers are continually generating important data on the state of
charge of the battery, the rate of charge of the battery, the kilowatt-hours (kWh) used
in charging, price signals from a utility, demand response signals from a demand
manage system, and other pieces of information that the network operator or user may
find useful.
Charging management software is designed to manage and administer
charging stations and their networks. Network software promotes the quick
deployment and configuration of EV charging stations and facilitates a two-way flow
of data between the charging station and its network control center. This functionality
allows operators to remotely configure, manage, and update software; set and control
driver access to charging; set pricing; manage billing; and run usage reports. Software
applications also allow drivers to locate and reserve available charging stations.
Software tools can be configured to send notifications to operators and drivers.

5.2.2 Maintenance and service

Like any device that is utilized by the public and exposed to the environment,
public EV chargers require some level of service and maintenance. Service of public
chargers is taken care of by the charger owner/operator and is not generally a relevant
consideration for discoms that do not own the charging infrastructure. However,
discoms that choose to own public charging stations should also plan on regularly
service and maintenance of those assets.

5.3 Technical Details

This section provides an overview of the different charging methods currently
used in India and globally.

5.3.1 Slow AC charging

Slow AC charging is the most basic form of charging in India today and refers
simply to plugging a car or two-wheeler into a standard three-pin 5-amp (type D) or
15 amp (type M) wall outlet without communication function to the on-board charger
of the EV. These basic forms of charging are not enabled with managed charging

12
capabilities and deliver about 5–15 km of range per hour, depending on plug and
vehicle type. Although this is the most common form of charging today, we expect
moderate and fast AC charging to quickly become the default mode of charging in
India as the market develops over the next few years.

5.3.2 Moderate AC charging

Moderate AC charging requires the installation of dedicated EV charger to a
15- amp single-phase circuit and is available with (and without) managed charging
capabilities. Charging rates start at 2.5 kW and can go up to 20 kW depending on the
type of EVSE installed and the car model connected. Charging stations above 3kW
require branch circuits with higher amperages and in some cases require two-phase or
three phase connections. Indian cars are currently limited to 3 kW and the majority of
global OEM vehicles are limited at 7.7kW.

Some vehicles charge at 20 kW and draw more than 80 amps. Charging rates
between 3 and 7.7 kW deliver between 25 and 65 km of range per hour charging for
cars and between 60 and 150 for two-wheelers, respectively.
The below points apply to moderate AC charging in India today:
 Most Indian electric cars and motorcycles can be charged directly using the
IEC 60309 connector.
 Most global OEMs use an IEC 62196 Type 2 connector that requires an
adaptor to connect with IEC 60309 charging stations.
 Most electric two-wheelers sold in India have a three-pin home charger that is
used along with the IEC 60309-to-15-amp adaptor.
 Many electric two-wheelers are designed with a removable battery to enable
the charging to take place in the home or workplace and do not always require
a curbside charging system.

5.3.3 DC fast charging

DC fast charging is typically used when the vehicle requires a rapid charge,
and the user/owner is willing to pay a premium for the faster charge. DC fast charging
stations are almost always commercial operations owned and/or operated by a charge
network operator. DC Fast charging requires dedicated grid infrastructure and some
level of discom engagement in the planning and design phase. At a minimum DC fast

13
charging stations require the installation of dedicated three-phase power supply
equipment that that draws significantly higher amperage than AC charging options.
Fast charging, sometimes called quick charging in India, is significantly more
expensive to install and operate. It is rarely used as the primary mode of private
vehicle charging and almost never used as a dedicated charger for an individual car.
DC fast charging is common for captive high utilization electric fleets that require
rapid charging speeds and can overcome the higher upfront and operational costs.
Stations are often deployed in public areas and are owned and operated by a charging
network operator that provides charging services to EV owners at a set cost. Heavy
duty and medium duty vehicles and buses typically require some form of DC fast
charging to achieve a reasonable recharge time for their larger batteries.

14
 Chapter 6

Connecting EVs to The Electricity Grid

Accessible, reliable, and affordable electricity is a prerequisite for adequate
charging infrastructure provision. For a rapidly scalable EV charging network, the
ubiquitous low-tension (LT) electricity distribution infrastructure should be leveraged
wherever feasible to provide electricity connections for EV charging. A distributed
approach to charging infrastructure, comprising primarily of normal-power charging
points, ensures that most charging points can be connected to the LT electricity
network.

This chapter explores the regulatory and governance provisions that impact
EV charging connections and lays out three methods for arranging electricity supply
to private or public charging facilities.

6.1 Type of Electricity Connection

The type of connection – i.e., single-phase LT, three phase LT, or high-tension (HT)
– is decided based on the required sanctioned load, and directly impacts the cost and
time for getting a connection, the tariffs, and the need for ancillary upstream
infrastructure like Distribution Transformers (DTs). An HT connection attracts higher
installation and monthly demand charges, involves more time for energization, and
requires the set-up of ancillary electrical infrastructure by the applicant. The
sanctioned load ceilings for LT and HT connections vary significantly between states.

6.1.1 Arranging Electricity Supply for Charging

There are different means by which an EV owner or CPO may arrange for the
electricity connection for an EV charging point or charging facility (with multiple
points). CPOs or EV owners should select the optimal option based on their
requirements

The first step in arranging for the electricity supply for EV charging is to
estimate the required power demand in kilowatts (kW). This is equivalent to the sum
of the rated input requirements of all the charging points that are part of the planned
installation at a given location. In case of a battery charging system, this would be
equivalent to the power required to simultaneously charge the total number of

15
batteries housed in the

16
charging system. Once the required power demand is known, an EV owner or CPO
may choose from three options to provide electricity for the EV charging
infrastructure: i Draw electricity from an existing power connection ii Arrange for a
new electricity connection iii Use a captive renewable energy generation system.

6.1.2 Draw Electricity from an Existing Power Connection

Fig. 6.1 Supply of Power from Existing Network

For private charging, where a single charging point is being installed in a

home or office, EV owners can draw the electricity from the existing power
connection. Where semi-public or public EV charging is built within a host facility,
the CPO may choose to draw electricity from the existing power connection provided
the host establishment owner permits it. When connecting the EV charging
infrastructure to an existing power connection, the following steps must be followed.

I. Check the type of connection available at the host establishment, and whether
the estimated power demand of the charging infrastructure can be supported
by the available sanctioned load. DISCOMs should provide a standard
operating
17
 procedure for assessing whether the sanctioned load is adequate to
accommodate the power demand for EV charging.
II. If the sanctioned load of the existing connection is not sufficient, the owner of
the host facility must apply to the DISCOM for an increase in the sanctioned
load. This may entail additional charges and take time to become operational.
III. If the existing connection type is single phase LT or three-phase LT and the
increase in sanctioned load crosses the allowed power demand threshold for
the category (as stipulated in the state supply code), the owner of the host
establishment must apply for a three-phase LT connection or an HT
connection, respectively. This involves changing the meter, and the applicant
will have to pay certain fees such as Service Line cum Development (SLD)
charges, charges for meter change, etc.

This option is typically selected in cases where there is excess capacity in the
sanctioned load of the existing connection, or in cases where competitive tariffs
for EV charging are not an issue. It is best suited for private and semi-public
charging which is offered as an amenity by the host establishment for occupants
and visitors.

6.1.3 Arrange for A New Electricity Connection

CPOs or EV owners can apply for an exclusive electricity connection for EV
charging within a host establishment or for standalone charging facilities. The steps in
arranging for a new electricity connection are similar to those described in Option 1

I. Check whether the estimated power requirement falls within single-phase LT,
three-phase LT or HT categories, and apply for a new connection following
the procedure defined by the DISCOM. If the state in which the charging
facility is being installed has a separate EV tariff category, the DISCOM
should have separate guidelines for application.

18
 Fog. 6.2 System Augmentation for New Connections
II. For an HT connection, the CPO must install its own DT along with 33/11kV
cables. For an LT connection, the CPO should take the available hosting
capacity of the nearby DT into account when planning the charging
installation and required power demand at a given site. This can reduce the
need for expensive grid upgrades.
III. If a new DT needs to be installed to serve the new connection, the DISCOM
may undertake this as part of their planned grid upgrades. Alternatively, the
CPO may need to pay for the installation of a new DT, especially if it is for the
exclusive use of the charging facility. This will depend on the provisions of the
state supply code and may vary between states.

19
 Chapter 7

Tariff design
7.1 Tariff design

Thoughtful and fair tariff design is an important component of a functional EV

ecosystem. Tariff design must consider many factors including cost recovery, level of
cross subsidy, price signals, and other socioeconomic components beyond the scope
of this primer.
The following is a list of important EV-related considerations for good tariff
design:

 Time of Use
Tariffs that utilize a time varying rate for both energy and power consumption can
significantly reduce the cost to serve a customer by lowering system upgrade costs
and maximizing use of lower cost electricity. Discoms should provide price signals to
customers to charge when power is least expensive or to manage aggregate load to
keep loads below system thresholds.
 Critical Peak Pricing
For the few hours per year when the system is overly constrained, at distribution,
transmission, or generation levels, the use of critical peak pricing can help alleviate
demand for those few hours. Significantly increased cost per kWh can be applied to
strongly encourage users with flexibility to shift their load a few hours from time to
time.
 Location-Based Incentives
Making use of distribution network capacity data, specifically areas of excess
capacity, to provide discounts or interconnection priority to customers willing to setup
their charging services there can allow for more optimal use of existing infrastructure
and delay the need for new infrastructure.
 Fleet/Aggregated Demand Response
Developing a program that allows third parties to aggregate and manage large
numbers of individual loads to provide a flexible demand reduction capacity to the
discom can provide a low-cost capacity management option.

20
 The fixed or demand charge for an electricity connection is levied on the
sanctioned load for the connection or the maximum power demand registered during
the billing period, which must be paid irrespective of the actual power usage.
Considering the low demand for charging during the early phase of EV adoption,
demand charge exemptions for EV charging connections can improve the business
case for setting up charging points.

 Reduced Energy Charges

Energy charges are the variable component of an electricity tariff, applied on the
total volume of energy/electricity consumed during the billing period. Reduced energy
charges for EV charging benefit CPOs, which can reduce their operational
expenditure, and EV users benefit through lower charging costs.

 Minus Metering
Large commercial and institutional establishments like malls, large office
buildings, entertainment parks, etc. are preferred locations for providing EV charging
points. Generally, these establishments have their own HT connections with exclusive
DTs and a high sanctioned load. In such circumstances, there is a convenient way to
provide a separate LT metered connection, for EV charging, from the existing HT
connection.
DISCOMs can consider the provision of “minus metering” whereby an exclusive
electricity connection for EV charging is drawn from the existing HT connection of
the host establishment and the energy consumption for EV charging is measured using
a submeter. The energy consumed for EV charging will then be billed based on the
applicable EV tariff. Such an arrangement is easy to execute and is more cost
effective than drawing a new LT connection for the charging points

 Separate EV Connection Without Demand Charges

For a separate EV connection at a host establishment, the applicable demand/fixed
charges must be paid separately for the EV connection. This is the case even if there is
adequate sanctioned load on the existing electricity connection to support the power
demand from EV charging. DISCOMs can consider waiving demand charges for
separate EV connections in such cases, provided that the aggregate peak demand from
both connections always remains lower than the sanctioned load of the original
connection. To be eligible for this demand charge waiver, the EV connection must be
linked to the same customer profile as the existing connection. Such arrangements
extend a clear benefit to host establishments such as malls, office buildings,
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entertainment venues, etc., in setting up charging points. They also rationalize the
sanctioned load requirements for new EV connections which may be very high when
demand charges are waived entirely. Host establishments can deploy smart chargers
and central management systems to manage the EV charging load, so that the
cumulative load does not exceed the sanctioned load.

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 Chapter 8
CONCLUSION
The first step in planning for an EV future is to build capacity across the key
stakeholders to ensure all parties have the fundamental knowledge required to have
productive planning discussions and understand the trade-offs and constraints each
group faces. In order to capture demand flexibility and optimize network build out
discoms, regulators, OEMS, and charge network operators need to understand the
forces driving adoption and work together to influence how those vehicles interact
with the grid.

Network operators will deploy an assortment of charging technology options

to meet their customers’ various charging needs. Discoms need to provide the
appropriate information and price signals to indicate to users when, where, and how
they can charge at least cost to disocms, ratepayers, and EV owners. When designed
properly this price- based choice gives discoms greater influence over how EVs
interact with their grid.

Improving and developing internal processes and leveraging national and

international best practices around EV charging infrastructure will support discoms in
maximizing benefit and minimizing challenges associated with the global transition to
electric mobility. This EV infrastructure primer gives discoms the practical guidance
to begin preparing for EVs in their territory and sets discoms up for success through
proactive and integrated planning.

23
References
[1] Progression of smart metering infrastructure for electric vehicle charging
stations. (Proceedings of the Third International Conference on Smart Systems
and Inventive Technology (ICSSIT 2020) IEEE Xplore Part Number:
CFP20P17-ART; ISBN: 978-1-7281-5821-1) Swapnil Y. Gadgune P.G.
Assistant Professor Department of Electrical Engineering Department of
Electrical Engineering P.V.P.I.T. Budhgaon, Sangli
swapnilgadgune@gmail.com Ms. Shruti N. Hewalekar Mr. Student P.V.P.I.T.
Budhgaon, Sangli shrutihewalekar1995@gmail.com
[2] HANDBOOK of ELECTRIC VEHICLE CHARGING INFRASTRUCTURE
IMPLEMENTATION NITI Aayog Amitabh Kant Randheer Singh Ministry of
Power (MoP) Sanjeev Kumar Kassi Department of Science and Technology
(DST) Ashutosh Sharma Sajid Mubashir Bureau of Energy Efficiency (BEE)
Abhishek Sharma
[3] Electric vehicle charging infrastructure lighthouse discom programme a NITI
Aayog, RMI, INDIA + rocky mountain institute collaborative May 2020

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 APPENDIX

Annexure 1

EV charging incentives under state EV policies

Beyond the national level incentives, state EV policies have shown intent and
ambition to deploy EVSEs. Incentives include capital subsidies on plants and
equipment, discounted electricity, reimbursement of state goods and services tax
(SGST), interest subsidy and earmarking of land, etc.

 DELHI
 All new home and workplace parking to allocate 20% of all vehicles holding
capacity/parking required to be EV ready
 100% subsidy for the purchase of charging equipment up to INR 6,000 per
charging point will be provided for the first 30,000 charging points at
residential and non-residential buildings
 For public charging stations, ‘energy operators’ (EOs) will be invited to set up
charging and battery swapping stations across Delhi in multiple phases by
pooling and providing concessional locations at bare minimum lease rentals
 Provision for providing capital subsidy for the cost of charger installation
 Favorable electricity tariff for EOs and BSOs
 MAHARASHTRA
 A subsidy of 25% or INR 10 lakhs, whichever is less, on the first 250
charging stations that will be set up near bus depots, petrol pumps, and public
parking spots
 UTTAR PRADESH
 The state will facilitate land to PSUs at concessional rates in designated areas
 Electricity supply at commercially viable rates—policy will be introduced by
Dept. of Power within three months of policy notification
 Capital subsidy to service units setting up charging stations and exemption of
electricity duty for such service units.
 KARNATAKA
 Investment subsidy for first 100 chargers

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  EV charging manufacturing to avail of similar incentives as EV manufacturing.
 TELANGANA
 Government to set up first 100 fast charging stations in GHMC and other
cities Discoms will amend their policies
 Government land will be offered on long term lease at subsidized rates and 2-
year moratorium period on rental
 Apartment associations will be provided capital subsidy of up to 25%, capped
at 5 lakhs, for charging points in parking lots
 Residential townships will be encouraged to develop charging stations with
capital subsidy of up to 25%, capped at 10 lakhs for each station with 4 fast
chargers
 75% of SGST paid on plant and equipment will be reimbursed
 PUNJAB
 Public charging stations through PPP with PSPCL as the nodal body
 25% capital subsidy for first 1000 charging points (50% for equipment
manufactured in Punjab). Limit of INR 50,000 per charging point (INR 1 lakh
for equipment manufactured in Punjab).
 State to identify concessional lands
 Private charging: one charging point for every three parking slots For non-
residential buildings, one charging point for every five parking slots for
residential plots
 100% electricity duty exemption
 TAMILNADU
 Public charging infra will be setup by TANGEDCO or through PPP model
 Charging points will be provided in the government office parking lots,
TANGEDCO will invest
 One charging station to be set up at 25 km intervals on both sides of NHAI
and state highways

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