CHAPTER 1: Introduction of Electric Vehicle

1.1 What is an Electric Vehicle?

• An all-electric vehicle (often called a battery-electric vehicle, an electric vehicle, or an EV for

short) is a vehicle that gets its energy for driving entirely from its battery and it must be
plugged in to be recharged.

• An electric Vehicle is an alternative fuel automobile that uses electric motors and motor
controllers for propulsion, in place of more common propulsion methods such as the internal
combustion engine (ICE).

1.2 History of Electric Vehicle

• In 1828, Ányos Jedlik invented an early type of electric motor, and created a small model car
powered by his new motor.

• First electric car officially was made in Wolverhampton in 1884.

• Elwell-Parker Company was established in 1882 for the construction and sale of electric trams.

• German engineer Andreas Flocken built the first real electric car in 1888.

• On 31 July 1971, an electric car received the unique distinction of becoming the first manned
vehicle to drive on the Moon; that car was the Lunar Roving Vehicle, which was first deployed
during the Apollo 15 mission. The "Moon buggy" was developed by Boeing and GM subsidiary
Delco Electronics (co-founded by Kettering) featured a DC drive motor in each wheel, and a
pair of 36-volt silver-zinc potassium hydroxide non-rechargeable batteries.

Fig. 1.1 Moon Buggy

• The first turning point was the introduction of the Toyota Prius. Released in Japan in 1997, the
Prius became the world’s first mass-produced hybrid electric vehicle.

• The other event that helped reshape electric vehicles was the announcement in 2006 that a
small Silicon Valley startup, Tesla Motors, would start producing a luxury electric sports car
that could go more than 200 miles on a single charge.

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1.3 Why Electric Vehicle

• Electric vehicles save money.

• Electric vehicles cut emissions.

• Electric cars are better for the air we breathe.

• Electric cars have low maintenance requirements.

• Electric vehicles are performance vehicles.

• Since electric cars have extremely high torque power, their pickup is very quick and smooth,
leaving gas-powered vehicles eating dust. Most people are quite surprised at how much more
comfortable the ride is too, and some might say that it makes gas-powered cars seem clunky
and clumsy. By all accounts, driving an electric car is an absolute pleasure – just ask Richard
Branson, who sponsors the Formula E championship car.

• Electric vehicles are Digital Vehicles.

• The digitalization of vehicle development has been much easier by the introduction of electric
vehicle.

1.4 Basic Concept of Electric vehicle: Any Electric Vehicle Is Based On these three components

• BATTERY

• MOTOR

• CONTROLLER

Fig. 1.2 Basic structure of Electric Vehicle

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Fig. 1.3 Schematic Diagram of Electric Vehicle

Fig. 1.4 Basic Circuit Diagram of Electric Vehicle

3
 CHAPTER 2: Different Types of Battery Powered Electric Vehicles

Following are some examples of various types of battery powered Electric vehicles.

• Electric Cars

• Power Electric Scooters

• Economy Scooters

• Electric Cycles

• Electric Motorcycles

• Electric Cargo Vehicles

• Campus Vehicles

• Bus

• Trucks

2.1 Electric Cars

 Tata Nexon Electric Compact SUV
 30.20 kWh Li-Ion Battery
 120 kmph Top Speed
 94.87 kW Peak Power - 320 Volt system
 245 Nm Torque

Fig. 2.1 Tata Nexon Electric Car

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2.2 Power Electric Scooters
 Hero Electric Optima ER
 90-100 km
 2.68 kWh Lithium Ion Battery
 45 kmph Top Speed
 1.2 kW Max Power
 Double Battery Setup

Fig. 2.2 Hero Electric Optima Scooter

2.3 Economy Scooters

 Okinawa R30
 25-30 kmph Top Speed
 250-watt BLDC Hub Motor
 1.25 KWH Lithium Ion Battery
 Charging Time 4-5 hours

Fig 2.3 Okinawa R30 Economy Scooter

5
2.4 Electric Motorcycles
 Revolt RV 400
 3.24 kWh Lithium Ion Battery
 80 kmph Top Speed
 5 kW Max Power: Mid Drive Motor
 170 Nm torque
 Variants: RV 300

Fig 2.4 Revolt RV 400 Electric Motorcycle

2.5 Electric Cycles

 Hero Lectro e-Bikes
 Battery: 36V * 5Ah/10.9Ah
 Throttle Available: YES/NO
 Pedal Assist Sensors: 8/12 magnet
 Pedal Assist Levels: 3
 Physical Gears Available: 7 Speed

Fig. 2.5 Hero Lectro e-Bikes

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2.6 Electric Cargo Vehicles
 Kinetic Green Safar Shakti Star
 400 Kg Payload capacity
 3.6 kWh Lithium Ion battery
 25 kmph Top Speed
 6.5 kW @ Peak Power

Fig. 2.6 Electric Cargo Vehicles

2.7 Campus Vehicles

 48 VOLT AC MOTOR
 8 VOLT 150 AH BATTERY
 350 AMP AC CONTROLER

Fig. 2.7 Campus Vehicles

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2.8 Electric Bus
 250 KW BATTERY 130 KW MOTO

Fig. 2.8 Electric Bus

2.9 Electric Truck

 400 KW BATTERY 240 KW MOTOR

Fig. 2.9 Electric Truck

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 CHAPTER 3: Components of Electric Vehicle

ELECTRIC VEHICLE COMPONENTS

All Electric vehicles have various elements as shown in Fig. 3.1

Fig. 3.1 All Electric Vehicle Components

3.1 Battery: In an electric drive vehicle, the battery provides electricity to power vehicle
accessories.
3.2 Electric traction motor: Using power from the traction battery pack, this motor drives the
vehicle's wheels. Some vehicles use motor generators that perform both the drive and
regeneration functions.
3.3 Power electronics controller: This unit manages the flow of electrical energy delivered by
the traction battery, controlling the speed of the electric traction motor and the torque it
produces.
3.4 Charge port: The charge port allows the vehicle to connect to an external power supply in
order to charge the traction battery pack.
3.5 DC/DC converter: This device converts higher-voltage DC power from the traction battery
pack to the lower-voltage DC power needed to run vehicle accessories and recharge the
auxiliary battery.
3.6 Onboard charger: Takes the incoming AC electricity supplied via the charge port and
converts it to DC power for charging the traction battery. It monitors battery
characteristics such as voltage, current, temperature, and state of charge while charging
the pack.

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3.7 Onboard charger: The transmission transfers mechanical power from the electric traction
motor to drive the wheels.
3.8 Traction battery pack: Stores electricity for use by the electric traction motor
3.9 Thermal system (cooling): This system maintains a proper operating temperature range
of the engine, electric motor, power electronics, and other components.

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 CHAPTER 4: EV classification on the basis of their electrification levels

EV classification

BEVs are charged by electricity from an external source. Electric Vehicle (EV) chargers are classified
according to the speed with which they recharge an EVs battery. The classifications are:

• Level 1

• Level 2

• Level 3 or DC fast charging.

4.1 Level 1 Charging

 It is an inbuilt A.C. Charger inbuilt with the vehicle.
 Its mandatory with every vehicle.
 Plugged in 15 ampere circuit.
 Takes a good deal of time to charge depending on manufacturer to manufacturer.
 Universal for all EV.

Fig 4.1 Level 1 Charging

4.2 Level 2 Charging

• In a broad spectrum every charger comes under this type below 15 kwh.
• Level 2 charging requires a specialized station or Machine which provides power at 240v. 1kwh -
15 kwh.
• Level 2 chargers can be installed anywhere in India Govt has made it a delicense process.
• Supported BY Every Vehicle in Terms Of AC

Fig 4.2 Level 2 Charging

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4.3 Level 3 DC FAST CHARGING
 DC fast charging, or simply fast charging is currently the fastest charging solution in the EV market.
 DC fast chargers are found at dedicated EV charging stations and charge a battery up to 80 %
range.
 2 W & 3 W do not support it and some technologies are there.
 CCS Combined Charging System
 CHAdeMO: Charge De More
 GB/T: Guobiao standard GB/T 20234.2-2015

Fig 4.3 Level 3 DC Fast Charging

Fig 4.4 Comparison of Electric Vehicle’s Electrification Level

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 CHAPTER 5: Battery Types
One of the key elements of any electric vehicle is its battery. Energy density is a measure of how
much energy a battery can hold. The higher the energy density, the longer it will last before
needing to be recharged. Power is the rate at which energy is used. Power density is a measure of
how much power a battery can deliver on demand; that is, how quickly it can release its energy
(and conversely, how quickly it can be recharged).

Here are some common types of commercial automotive batteries and some of their
characteristics and advantages.

5.1 Lead-Acid

Lead-acid batteries are used in conventional cars and trucks for starting, ignition, lighting
and other electrical functions.

They are relatively inexpensive and have a high-power density but a relatively low energy density.

5.2 Nickel-Metal-Hydride

Nickel-Metal hydride (Ni-MH) batteries are commonly used in today’s hybrid vehicles, and in low-
cost consumer applications, such as electric razors, toothbrushes, cameras and camcorders.

Their cost is moderate, and they have an energy density about twice that of lead-acid batteries.
However, their power density is lower in terms of volume (space required).

They also have a higher self-discharge rate and so tend to discharge when left unused. Although
they can deliver rapid power bursts, repeated rapid discharges with high loads reduce
the battery’s cycle life.

Consequently, they are better suited to hybrid applications than BEVs, which typically experience
deep discharge cycles.

5.3 Lithium-ion (Li-ion)

Lithium-ion batteries are commonly used in cell phones and laptop computers and they
are becoming the battery of choice for plug-in hybrids and BEVs, as well as
some conventional hybrids.
Their energy density and power density are both typically several times those of lead-acid
and NiMH batteries, and their charge/discharge efficiency is also higher.
They are, however, more expensive and in their most common form their temperature must be
well controlled, sometimes necessitating an elaborate and costly battery cooling system in the
vehicle.

Because of their high energy density, lithium-ion batteries are the preferred choice for many plug-
in hybrids and BEVs either currently or soon to be available.

5.4 Lithium Polymer (Li-poly)

The lithium polymer battery is like other lithium-ion batteries except it uses a solid
plastic (polymer) electrolyte. This means its cell shape is not restricted to the cylindrical form of
most others and can be altered to conform to specific spaces within a vehicle, thus making better
use of space.

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Its other characteristics are like those of other Li-ion batteries. Li-poly batteries are already
being used in some hybrid vehicles.

5.5 Lithium Iron Phosphate (LFP)

There are several Lithium-ion battery variants. These variants change according to internal
chemistry, specifically the material used in the battery’s cathode. The most common cathode
materials are cobalt oxides and manganese oxides.

The Lithium iron phosphate battery uses lithium-ion chemistry but with an iron phosphate
cathode. (F is the chemical symbol for iron, thus LFP). Compared to other Lithium-ion batteries, it
offers superior heat and chemical stability with no risk of fire in the event of overcharge or short
circuit.

It also typically has a higher peak-power rating, but its energy density is significantly lower than in
other Lithium-based batteries.

Lithium iron phosphate batteries are now being used in hybrids and BEVs by some
automakers, who consider that their safety and power advantages outweigh their lower energy
density.

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 CHAPTER 6: Types of Electric Vehicles

There are four types of electric vehicles, and while each has advantages and disadvantages, they
all save on fuel and emit fewer greenhouse gas emissions than vehicles that burn fossil fuels only.
They also recharge their batteries through regenerative braking. In this process, the vehicle’s
electric motor assists in slowing the vehicle and recovers some of the energy normally converted
to heat by the brakes.

Four Types of Electric Vehicles on the Road Today

BEV - Battery Electric Vehicle

PHEV – (Plug-In) Hybrid Electric Vehicle

HEV – Hybrid Electric Vehicle

FCEV – Fuel-cell Electric Vehicle

6.1 Battery Electric Vehicle (BEV)

A BEV runs entirely on a battery and electric drive train, without an internal combustion engine.
Electricity is stored in onboard batteries that are charged by plugging into the electricity grid. The
batteries, in turn, provide power to one or more electric motors.

What you should know about BEVs:

The initial purchase price is higher than similar gas-powered vehicles.

You can save a lot of money on fuel and maintenance costs.

BEVs have driving ranges upwards of 500 km on a full charge, with most models capable of 200 -
250 km on a full charge.

Batteries can recharge overnight plugged into a regular household outlet (110 volts), or even
faster using a residential electric vehicle charging station (240 volts).

Residential charging stations cost anywhere between $700 - $2,000 to buy with most falling in the
$700-$1,000 range.

Residential charging stations have similar electrical requirements to a clothes dryer or stove and
cost $500-$1,000 to install.
Fast charging stations, commonly referred to as DC Quick charging stations (400 Volts), will
recharge a BEV from empty to 80% in 30-45 minutes. DC Quick charging stations enable inter-city
travelling for BEVs and can be found along major highways and travel routes throughout Canada.

6.2 Plug-in Hybrid Electric Vehicle (PHEV)

A PHEV runs on battery and gasoline. PHEVS have rechargeable battery packs that provide 20-
80km (depending on model) of all-electric driving before a gasoline engine or generator turns on
for longer trips.

What you should know about PHEVs:

15
The MSRP of a PHEV is slightly higher than similar vehicles operating on internal combustion
engines alone.

PHEVs have longer overall driving distances than BEVs and because they can operate using a
gasoline engine or generator and can take advantage of the existing gas station infrastructure.

Because PHEVs deliver 20-80 km (depending on model) of all-electric driving, they are often
cheaper to operate and maintain than traditional gasoline/diesel hybrids.

6.3 Hybrid Electric Vehicle (HEV)

A HEV has two complementary drive systems - a gasoline engine and fuel tank and an electric
motor and battery. The gasoline engine and electric motor simultaneously turn the transmission,
which powers the wheels. Where the HEV differs from the above two types of electric vehicles
(BEV and PHEV) is that HEVs cannot be recharged from the power grid. Their electric energy comes
entirely from regenerative braking and most of their driving is spent using gasoline.

What you should know about HEVs:

Because HEVs cycle in and out of electric mode, they are cheaper to operate than internal
combustion engines.

HEVs are more like gas cars than to EVs as they do not require access to charging

6.4 Fuel-cell Electric Vehicle (FCEV)

A FCEV creates electricity from hydrogen and oxygen, instead of storing and releasing energy like
a battery. Because of these vehicles’ efficiency and water-only emissions, some experts consider
these cars to be the best electric vehicles, even though they are still in development phases and
provide many challenges.

What you should know about FCEVs:

Purchase price is high because the cost of a fuel cell is several times more expensive than the cost
of an internal combustion engine.

Extracting hydrogen from a water molecule is an energy-intensive process that generates

greenhouse gas emissions if renewable energies are not used.

FCEVs are expected to be widespread on the market in the next few years. The transportation and
infrastructure required to bring this fuel to stations is a challenge.

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 CHAPTER 7: Battery Swapping Stations

Rapid urbanization has fueled mobility needs, creating an increased demand for vehicles. While it
is a sign of progress, it has led to low air quality and increased dependence on crude oil.

To counter the ill effects of fossil fuels, electric mobility is being seriously considered as an
alternative. Further, India has pledged to reduce carbon intensity by 33-35% by 2030.

The idea to adopt Electric Vehicles in India was first proposed by the government in 2015, with
the launch of Faster Adoption and Manufacturing of Hybrid and Electric Vehicles under
the National Electric Mobility Mission. While it is a big dream, the most feasible way to transition
to EV is to start with the low hanging fruit – two-wheelers(2Ws) and three-wheelers(3Ws).

According to statistics, more than 80% of the total vehicles in India comprise of 2Ws, unlike 4Ws
in western countries. Research by the Ola Mobility Institute suggests that imitating the West won’t
help in achieving the same results in electric mobility, since the advantages of Total Cost of
Ownership for 4Ws is still years away.

7.1 Refueling issues

While users may be receptive to switching to EV, they may not want to struggle through refueling.
While CNG vehicles take about 10-20 minutes to refuel, EV charging takes about 10 times this
duration. This is where battery swapping comes into the picture. Not only will it eliminate this
unnecessary waiting time, it will also help with better land use, reduce size of batteries in vehicles,
and ensure an increased run time.

7.2 Challenges in the use of EV batteries

In the recent past, several companies, including Ola and Uber announced their plans to bring in
battery-swapping auto rickshaws in several cities. Sun Mobility, too, started off with auto
rickshaws and buses. It has an agreement with Ashok Leyland to provide batteries and charging
services for 18 buses. The company overcomes the problem of battery standardisation by
manufacturing its own modular Smart Batteries™ that are adaptable to different vehicle
platforms.

7.3 Battery life

According to research, battery swapping is dependent on predicting, managing and extending the
battery life. It is the battery life that determines the commercial viability and success of a model.
The longer a company can maintain a battery’s performance, the better it is considered. While
there are several companies who are looking to enjoy the benefits of battery swapping, not much
is known about on-road battery life and performance.

As per studies, electric vehicles are expensive because they are powered by lithium-ion batteries.
The cost of a battery amounts to 40 percent of the total vehicle cost. Lithium-ion batteries offer
high energy density, relatively low self-discharge, and low maintenance but they have a limited
life. On average, the estimated life of a lithium-ion battery is up to three years or 500-700 charge
cycles, after which, they need to be replaced. Also, as the battery keeps getting used, it wears out
(or even when it is not being used actively). Rather, it is not advised to let a battery sit idle at a
100 percent charge state.

17
The energy that has been stored gradually escapes, this is referred to as ‘self-discharging’. And if
a battery remains completely discharged for a long period of time; there could be further damage
caused by chemical reactions inside the battery, negatively impacting the battery life.

Some of the factors that affect battery life include excessive charging or discharging, high
temperatures, or unused batteries. By leveraging battery usage data, companies can find the keys
to unlocking better battery life. Optimum use of the battery could help reduce overall ownership
cost and bring financial and operational efficiency to the swapping business model.

7.4 Advantages of battery swapping

Battery swapping stations can easily pack in 15-20 replacement batteries. With this density of
batteries, the station works like a petrol bunk compared to a charging station. The number of
vehicles that can leverage a swapping station compared to a charge point is 10X.

Unlike with battery charging stations, ‘the physical footprint of battery swapping is materially less
since it’s just a series of small storage compartments for batteries’ (EY). Since most of the batteries
for two or three wheelers are in the 7-15 kg range, less physical space is required. This makes
distribution easier.

A battery swapping (or switching) station is a place at which a vehicle's discharged battery or
battery pack can be immediately swapped for a fully charged one, eliminating the delay involved
in waiting for the vehicle's battery to charge.

Fig. 7.1 Battery swapping Station

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The possibilities for battery swapping placement are endless – it can be a restaurant, an ATM, a
gym, there is no limitation. Besides, the best part of the battery swapping infrastructure is, it does
not require any investment on the part of local power distribution companies. It can also rely on
low current.

Fast charging and charging in high ambient temperature lead to degradation of the battery in due
time. Whereas swapped batteries can be charged via slow charging in a controlled environment
to prolong the battery life.

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 CHAPTER 8: EV Charging Stations: Business Models

Electric Vehicle Supply Equipment (EVSE) or charging equipment are prerequisite for electric vehicle
(EV) adoption by vehicle owners. Various countries adopted different approaches and business
models for creation of EVSE ecosystem with mixed results. As India is gearing up to unleash an EV
revolution, few key questions related to EVSE continues to haunt the stakeholders in the EV space:
What are the standards for EVSE in India?

Who will own, operate and maintain EVSE? Utilities? Franchisees of the Utilities? Or third parties -
fleet operators, parking lot operators and entrepreneurs?
What will be the electricity tariff for EV charging? Will there be capacity charges (minimum monthly
fee per kW of capacity) or only energy charges?
Who will pay for the electric grid upgrade charges (higher capacity distribution transformers and new
cables wherever required) – EVSE owner or that cost will be passed on to regular grid upgrade capex
of the utility?
Where will the public EVSEs be located and land for the same be allotted free, at concessional rates
or at market value?

This Paper attempts to put together the summary of considerable work already done by various
stakeholders on the above issues and look at sustainable business models for creation of EVSE
ecosystem that will enable rollout of EVs on fast track.

8.1 Introduction to Electric Vehicle Supply Equipment (EVSE)

8.1.1 Types of EVSE
The EVSE or charging equipment can be broadly classified as AC charging and DC charging devices.
The battery in the EV require direct current (DC), which a DC charger can supply directly to the EV
battery. Alternatively, an AC-DC convertor on-board the EV can convert the AC supply from the AC
charger and supply DC to the EV battery. For AC charging the vehicle should have an AC-DC
convertor on-board which would add to the cost and weight of the EV. However, almost all EVs have
a small size AC-DC convertor so that the EV can be charged from any AC supply. In case of AC
charging, the charging speed depends on the DC output from the on-board AC-DC convertor. For
example a single phase 220V AC, 15 Amps supply (AC output- 3.3 kW) connected to an EV with a 10
kWh battery and on-board AC-DC convertor with an output of only 1 kW DC could take 10 hours to
fully charge the battery. AC chargers with high power output are available which can fast charge the
batteries depending on the battery chemistry and battery management system (BMS) in the EV.

DC Fast Chargers (DCFC) with high power output can supply DC power to the battery and can charge
the EV battery much faster. A 50 kW DCFC can charge an EV with a 25-kWh battery in 30 minutes
(theoretically). DCFCs are more economical as AC-DC conversion takes place in the EVSE itself rather
than inside the vehicle. When an EV is connected to the EVSE a handshake is established between
the EV and EVSE; and the BMS in the EV takes control over the charging process.
There are different types of AC and DC Chargers with different communication protocols which are
briefed in the table below:

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Charger Types Picture Origin and Popular Maximum Power
& Sockets EV Models Output and
Communication
Protocols
A. AC Chargers
Type-1 with Japan, USA (uses Up to 7.4 kW (32
Yazaki Socket separate standard – Amps, Single
JSAE 1772 due to Phase)
110 Voltage)

Type-2 with Europe (Germany) – Up to 44 kW (63

Mennekes many European cars Amps, 3 Phase)
Socket

Type-3 with Le France and Italy – Up to 22 kW (32

Grand Socket some European cars Amps, 3 Phase)

B. DC Charger Types
CHAdeMO Origin from Japan; Up to 400 kW DC
Most popular DC charging (1000
charger in the Volts, 400 Amps);
world; used in Control Area
Japan, Korea and Network (CAN)
parts of USA and for
Europe; Nissan Leaf, communication
Mitsubhi, Kia etc between EV and
EVSE
GB/T Used in China; as Up to 237.5 kW
well as Bharat DC charging (950
Chargers in India; Volts x 250 Amps);
Chinese Vehicles CAN for
and Mahindra communication
Electric in India between EV and
EVSE
Tesla Super Tesla has its Up to 135 kW DC
Charger own supercharger. charging (410 Volt
Tesla also sells x 330 Amp); CAN
adapter for for
connecting to a communication
CHAdeMO charger between EV and
EVSE

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 C. Combined (AC and DC) Chargers
SAE Combined CCS-1 and CCS-2 Up to 43 kW AC
Charging versions available; and up to 400 kW
System (CCS) same plug used for DC (1000 Volt x
both AC and DC 400 Amp) Power
charging; Most Line
European Cars - Communication
Audi, BMW, (PLC) for
Daimler, Ford, GM, communication
Porsche, VW etc between EV and
EVSE.

Table-8.1: Types of EVSE

Interoperability between the EVSEs is a challenge. While Japan and Korea have adopted CHAdeMO,
Europe have gone for CCS; and USA have all four types of EVSEs. Tesla have built their own super
chargers in popular Tesla markets. China have developed fast chargers based on the Chinese GB/T
standards. Nissan Leaf cars are sold in Europe with CCS Adaptors while Tesla sells an adapter to
connect to CHAdeMO chargers. Some makes of EVSE come with CCS and CHAdeMO guns that can
charge both types of vehicles.

8.1.2 Charging Rate

All batteries cannot be fast charged. In the battery parlance the C-rate is used to refer the charging
rate. 1C rate refers to full charging in one hour; 2C rate refers to full charging in 30 minutes; and 10C
refers to full charging in 6 minutes. And C/2 means two hours to fully charge. Maximum rate at
which various types of batteries can be charged are given in the table below:

Battery Chemistry Maximum C Max Life Power Average Module

Rate Temperature (Maximum Density Price (US$/kWh
(Degree C) Cycles) (Wh/kg for in 2018)*
cell)
Lithium Ion Iron- Up to 2C 40 1500-3000 100-130 270
Phosphate (LFP) Wh/kg
Lithium Ion- Nickel C/2 40 1000-2000 230-250 250
Manganese Cobalt Wh/kg
(NMC) (for NMC 811)
Lithium Ion- Nickel 3C 40 3000-4000 200 Wh/kg 400
Manganese Cobalt (for NMC 811)
(NMC)
Lithium Nickel Cobalt 2C 40 1000-1500 250-270 230
Aluminium (NCA) Wh/kg
Lithium ion Titanate 6C 60 7500- 50-80 Wh/kg 700
Oxide (LTO) 10000
Table-8.2: Types of EV Batteries and its Features

22
The BMS is tightly integrated with the battery chemistry and its thermal properties. BMS determines
the charging rate depending on the input voltage, current, ambient temperature; and the residual
charge remaining in the battery.

8.2 EVSE Standards for India

In 2016, on the request of ISGF, Bureau of Indian Standards (BIS) setup ETD 51 Committee for
preparing the Indian Standards for EVSE. The EVs need to be connected to the electric grid for
charging the battery and hence must comply with electricity grid code like other electrical
equipment. Characteristics of the Indian power system is similar to that of Europe – 230V and 50Hz
(unlike America: 110V and 60Hz) and we follow IEC standards.
ETD 51 Committee with participation of all stakeholders had extensive deliberations and have
finalized on following standards:

Indian Standards Description Status

IS:17017 series of Primarily based on IEC 61851; IEC 62196 and ISO 15118 series of Standards
Standards

IS:17017-1 General Requirements and Definitions of Published by BIS in August 2018

EVSE (Adapted from IEC 61851-1)

IS:17017-21 EV requirements for connection to AC/DC Work in progress; expected to

Supply (Adapted from IEC 61851-21) be published in October 2018

IS:17017-22 AC EVSE (Adapted from IEC 61851-22) Work in progress; expected to

be published in October 2018

IS:17017-23 DC EVSE (Adapted from IEC 61851-23) Work in progress; expected to

be published in October 2018

IS:17017-24 Control Communication between DC EVSE Work in progress; expected to

and EV (Adapted from IEC 61851-24) be published in October 2018

IS: 17017 – Part 2* IEC 62196 Part-1, Part-2, Part-3 Standards Work in progress; expected to
for the plugs, socket outlet, vehicle couplers be published in October 2018
and vehicle inlets. These are being adapted
as IS:17017 Part 2 – A, B and C*

IS/ISO:15118* ISO 15118 series for communication Work in progress; expected to

between the EV and the EVSE. There are be published in October 2018
seven documents in this series.

These are adopted as it is.

Table-8.3: EVSE Standards in India

23
The IS:17017-1 published by BIS in August 2018 recommends both CCS-2 and CHAdeMO. In 2017, a
Committee constituted by Department of Heavy Industries (DHI) issued Bharat Charger
specifications for AC and DC chargers which follows GB/T, the Chinese standards. These documents
are:
✓ For AC: Bharat EV Charger AC001
✓ For DC: Bharat EV Charger DC001
These are slow chargers with DC output below 120 Volts. BIS has agreed to retain these standards
which are supporting the EVs presently operating in India. These are expected to wither away as new
EVs are rolled out with batteries capable of fast charging with DC output in the range of 400-500V or
higher.

As can be seen all standards will co-exist in India: CCS-2, CHAdeMO and the Bharat Chargers which
are GB/T. Tesla might offer their super chargers when they start operations in India.
The status is summarized as:

• Buses with battery sizes >100kWh will be sold with proprietary charging standards
recommended by the battery manufacturer. These batteries will cost several million rupees and
it is not advisable to charge from any public EVSE. Bus operators need to install the charging
devices supplied (or recommended) by the bus manufacturer at bus depots and bus terminuses
as required.
• Two wheelers comes with small size batteries which in many cases can be pulled out and taken
to homes/offices/shops and charged from normal wall sockets; or can be connected to any
public EVSE.
• 3-Wheelers are ideal candidates for battery swapping. In this scenario, batteries may be
charged in a large industrial scale facility and charged batteries are trucked to points of 3-
Wheeler concentration where a 3-Wheeler driver can swap the used battery with a fully
charged one. Here again the large charging station setup may be proprietary technology. 3-
Wheelers could also be charged from any public EVSE.
• Present models of electric cars have the batteries on the chassis which are not suitable for
swapping. Cars comes with various sizes of batteries - 11kWh (Mahindra e20) to 40kWh (Nissan
Leaf) to >90kWh (Tesla Model S). These EVs require DCFCs for fast charging. The whole issue of
inter-operability of EVSE for different EV models is essentially limited to cars.

In India so far only Mahindra Electric and Tata Motors have launched electric cars. The present
batteries in these cars are not suitable for charging above 1C rate. The offtake of electric cars may be
slow as individual buyers might watch the space and move with caution as in other geographies. The
initial push for electric cars is expected from taxi fleet operators, Government departments, public
sector undertakings and large corporates.
In nutshell, BIS standards is not a show stopper on the e-Mobility programs in India; and the
complete set of standards are expected to be published by BIS by end of 2018.

8.3 Who Can Own EVSE?

Per Electricity Act 2003, resale of electricity require electricity distribution licence. Hence, strictly going by
the present law, anyone other than DISCOMs require a licence to setup EVSE which is not feasible. This
point was brought to the attention of both Ministry of Power (MoP) and Forum of Regulators (FOR) by
ISGF way back in 2016. After several stakeholder consultations, MoP has issued an order in

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April 2018 clarifying that EVSE’s buying electricity from DISCOMs and selling to EVs is not considered
as resale or trade of electricity. This has given much needed relief to potential EVSE entrepreneurs.
Now anyone can apply for new connections for EVSE and commence the business.

8.4 Electricity Tariff for EVSE

For the first time in the country, Delhi Electricity Regulatory Commission (DERC) in its tariff order in
2017 introduced a separate tariff for EV charging which is substantially lower than the commercial
tariff – Rs 5/kWh for charging from HT supply and Rs 5.5/kWh for charging from LT supply. Also there
is no minimum monthly charges for capacity. This was intentionally kept lower in order to promote
EV rollout as well as creation of EVSE ecosystem. In 2018, Karnataka and Maharashtra State
Electricity Regulatory Commissions have also introduced separate tariffs for EVs while DERC retained
the 2017-18 tariff for 2018-19. We expect separate tariffs for EVs all across the country in the coming
years which will be variable based on time of use (ToU).

8.5 Grid Upgrade Cost for EVSE

In most parts of India, the distribution transformers (DT) and overhead wire/underground cables are
generally overloaded. When large number of EVs are connected to the low voltage lines from one
particular DT, the DT might burn. Since buying behaviour of EVs is influenced by friends and
neighbours, initial trials with EVs in almost all geographies have experienced creation of pockets of
EV concentration where grid equipment needed upgrade. ISGF study in Kolkata in 2016-17 noticed
that 8 months in a year (except November to February when air conditioners are seldom used) the
existing DTs may not be able to accommodate DC Fast Chargers. If the grid upgrade cost which will
run in to millions of rupees is passed on to the EVSE establishment, the cost of electricity will be so
high that e-mobility will not take-off.
Instead, ISGF has been advocating to regulators and policy makers that the benefits of e-mobility
(such as reduced air and noise pollution, fatigue less travel in air conditioned electric buses etc.) are
available to entire population in a city; and hence grid upgrades for accommodating EVSE should be
part of the annual capex of the DISCOMs. Why this is so important for establishment of an enabling
EVSE ecosystem will be clear from the Cost Estimates and Revenue Model for EVSE described in
section 7 of this Paper.

8.6 Land for EVSE

EVSE itself require little space and can even be wall mounted. But the EVs that will be connected to
the EVSE require parking space for several minutes/hours. The land for the same can be expensive in
cities. Even if a small rent is levied for the same by municipalities or property owners (Malls,
Hospitals, Campuses, Railway Stations, Bus Stands, Airports, and Office Complexes etc), the EVSE
business will be unviable.
ISGF proposes that at least minimum 10% of parking spaces may be reserved for EVSEs without any
lease rent.

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 8.7 Cost Estimates and Revenue Model for a Typical EVSE Setup
The Capex and Opex of a typical EVSE Station with One Bharat Charger, One AC Type-2 Charger and
One CCS 2 DCFC (25 kW) are estimated here:

Type of Number of Power Power Approx Cost Number of EVs Maximum Power
Charger Chargers in Input Output including that can be sold to EVs per Day
the EVSE GST @18% charged (20 hours/day
Station (INR) simultaneously assumed) kWh

CAPEX
Bharat 01 3 Phase 3 x 3.3 kW 70,000 3 198
Charger 415 Volt
AC 001
Type-2 AC 01 7.2 kW 75,000 1 144
Charger
CCS-2 01 3 Phase, 25 kW* 700,000 1 500
415 Volt
New Electricity Connection (50kW), LT Cabling (100 200,000
meters), Panels, Breakers, Energy Meter etc.
Civil Works (Flooring, Boards, Painting, Branding, 75,000
Shed/Cover etc.
EVSE Management Software – Integration with 25,000
Chargers and Payment Gateway
CCTV Camera System 25,000
Total Capex 11,70,000 842
OPEX
Technicians (one technician @25k/month considered 150,000
for first 6 months
Server and Storage Fee per Year (on public cloud) 5,000
EVSE Management Software Fee (considered as 10% Refer Table-5 on Revenue projections
of net margin on electricity charges)
Payment Gateway Fee (2-3% of total money collected) Pass through to customer is considered
Land Rent Not
considered
Advertising (@5000/month) 60,000
Total Opex 215,000 + EVSE Management Software Fee in First
Year
65,000 + EVSE Management Software Fee from
second year onwards
Table-8.4: Capex and Opex of a typical EVSE Setup
Revenue projection from the EVSE business is calculated in the next table based on the following
assumptions:
o 20 hours of charging operations for 25 days/month (300 days x 20 hrs = 6000 hours
maximum capacity)

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 o Capacity Utilization Factor (CUF) of EVSE setup considered at 10% for Year-1, 20% for Year-2,
35% for Year-3, 55% for Year-4 and 80% for Year-5 (which is very ambitious targets)
o Electricity tariff to the DISCOM is considered as pass through and no minimum monthly
charges considered
o A margin of Rs 2 on electricity tariff is considered in Scenario-A and Rs 3 is considered in
Scenario-B.
o Payment Gateway charges (2-3%) is considered to be added to the EV customer bill
o Land Rent is not considered
o EVSE Management Software fee considered @10% of net margin on electricity tariff (Rs 0.20
in Scenario-A and Rs 0.30 in Scenario-B)

Description YEAR-1 YEAR-2 YEAR-3 YEAR-4 YEAR-5 Total in 5

10% CUF 20% CUF 35% CUF 55% CUF 80% CUF Years
Electricity Sold to 25,260 50,520 88,410 138,930 202,080 505200
EVs/Year (kWh): 842 kWh
per day maximum x 300
days per year considered
as 100 % CUF
Estimated Revenue (INR)
SCEANRIO-A: Margin of 50,520 101,040 176,820 277,860 404,160 10,10,400
Rs 2 on electricity tariff
SCENARIO-B: Margin of 75,780 151,560 265,230 416,790 606,240 15,15,600
Rs 3 on electricity tariff in
Year 1 & 2; margin of Rs
2.5 in Year 3 &4 and
margin of Rs 2 from Year-
5 onwards
Opex from Table-4 215,000 65,000 65,000 65,000 65,000 475,000
EVSE Management 101,040
Software Fee (10% of net
Revenue): Scenario-A
Total Opex Scenario-A 576,040
EVSE Management 151,560
Software Fee (10% of net
Revenue): Scenario-B
Total Opex Scenario-B 626,560
Net Revenue: Scenario-A 434,360
Net Revenue: Scenario-B 889,040
Table-8.5: Revenue Projections from a typical EVSE Setup
As may be observed from Tables 4 and 5, for an initial investment of Rs 1.17 million to setup the EVSE
facilities, the net cumulative return in 5 years is Rs 0.43 million under Scenario-A with a margin of Rs 2 per
unit of electricity sold to EVs, and Rs 0.89 million under Scenario-B with a margin of Rs 3 per unit of
electricity sold. In both the cases there is no incentive for third parties to setup and operate EVSEs.
Levying a margin more than 3 rupees will make the EV tariff at par with commercial electricity tariff.

8.8 EVSE Scenario in Other Countries

Worldwide 4 million EVs have been sold until end-August 2018. Another million EVs are expected to be
on road by March 2019. By end of 2015, there were about 1.45 million EV charging points of which

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87% were privately owned slow chargers (or home chargers). Number of EVSE in some countries is
given in the table below:

Number of EV Charging Points in few Countries

(indicative only)
2015 2016 2017

USA 31674 40473 45868

Canada 3508 4215 5841
Japan 22110 24372 28834
Korea 790 1566 5612
Norway 5703 7758 9530
France 10568 15567 15978
Netherlands 18044 26448 33431
Germany 5328 17509 24289
China 58758 141254 213903

Table-8.6: Number of EVSE in some countries (Source: IEA-CEM EV Outlook 2018)

Different countries have adopted different approaches in creation of EVSE ecosystem with mixed
results. There are two main approaches as described below:
Integrated Model: The electric utility owns the EVSE and operate it either directly or through their
franchisees (or contractors). The EVSE assets forms part of the regulated assets of the utility who are
responsible for distribution of electricity as well as operation and maintenance of the EVSE. Most
popular example of this model is Ireland and British Columbia in Canada. The main advantage of this
model is that the utility need not worry about low volume of business in the initial years as the
assets are created under regulated capex route.

Independent Model: In this case independent private (or public-private partnerships) players set up
EVSE under licences from local governments or municipalities. They may appoint EV Service
Providers (EVSP) for charging operations and payment settlements who ensures certain level of
interoperability amongst different EVSE network owners. UK and Netherlands are examples of the
Independent Model. Different countries and local governments offer different incentives, tax breaks
etc to EVSE network owners to compensate for low volumes of business in the initial years.
Both models exists in different parts of USA. In almost all European countries and USA different
financial packages are offered under different policy initiatives to incentivize both EVs and EVSE
ecosystem.

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A comparative table of EVSE ecosystem in select countries is given below:

United Ireland Netherlands United States Germany

Kingdom
Total EV stock 137,680 2,687 119,332 563,700 59090
Normal Charge 11,497 837 32,120 40,862 22,213
Points
Fast Charge 2,759 172 755 6,266 2,076
Points
Total Charge 14,256 1,009 32,875 47,128 24289
Points
Charging Independent Integrated Independent Independent Independent
Market Model
Public Charging By local By the grid By local By charging Over three
Organization authorities, operator authorities, network quarters of
over discrete over open operators and charging
platforms access property points are
platforms owners on operated by
discrete electricity
platforms companies
Private 5-10 0-5 15-20 10 networks ,
Operators of many property
Public Charging owners

EVSE Owner Infrastructure Infrastructure Cities and Third party Municipal

is tendered by in the hands of provinces charging governments
lower e-cars, a tender public service & private
governments subsidiary of charging provider, investors
like cities, ESB (grid infrastructure individual
regions or operator). ESB residents,
municipalities tenders homeowner
charging associations
hardware and etc.
installation.
EV Service Operation is Sub- Private Private EVSPs Private EVSPs
Providers done by contractors of companies,
(EVSP) private parties ESB operates energy
that the EVSE companies and
subcontract contractors
their energy operate as
supplier EVSPs
Entity Grid operator ESB-Ireland’s EVSE Owner Private
Responsible for grid operator investor but
Grid the Govt
Upgradation funding will
cover
network
connection
cost

Table-8.7: EVSE Business Models in select Countries

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8.9 Conclusions and Recommendations
8.9.1 Standards
Rollout of Electric Buses are not constrained by EVSE standards as buses will be charged from the
EVSEs supplied (or recommended) by the bus manufacturer which will be installed in bus depots and
bus terminuses. The cost of EVSE for bus may be bundled in the cost of the bus itself. Bus Operators
should ideally own and operate the EVSE for buses; and electricity to be supplied by respective
DISCOMs. Grid upgrade charges if any to be considered in the annual Capex of the DISCOM – it
should not be burdened on e-mobility program.

3-Wheelers are ideal candidates for battery swapping. Battery Leasing Agencies (BLA) may be
encouraged in each city. BLAs will own the batteries; and they will rent charged batteries to 3-
Wheelers. BLAs will setup and operate charging stations for mass charging of 3-Wheeler batteries.
These charging stations may or may not follow IS standards.

2-Wheelers may be allowed to charge from any single-phase electricity connection or EVSE as
permitted by the vehicle manufacturer.

Bharat Chargers are presently being installed by EV owners and operators which follow GB/T
standards. IS:17017 recommends both CCS-2 and CHAdeMO standards. Whenever Tesla starts
operations in India, they might offer Tesla Superchargers. So India will have all charging standards
co-existing.
DST/BIS is planning to launch a Grand Challenge for designing a universal plug that can be applicable
for all the standards. Recently China Electricity Council (CEC) and CHAdeMO Alliance have
announced a collaborative development effort for next generation ultra-fast EV charging standard
(New QC Standard) with DC power output of 900 kW (1500 Volt x 600 Amp) which will have
backward compatibility with previous versions of GB/T and CHAdeMO chargers (GB/T 2011 and
2015; CHAdeMO R4-2.0 and 3.0)

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8.9.2 EVSE Business Models
As explained in Section-8.7, in the present scenario, EVSE business is not viable for any
entrepreneurs to invest. Even if grid upgrade cost is absorbed by the DISCOM and land for
EVSE is allotted free by City Governments and the cost of EVSE have halved (owing to large
volumes which we do not expect before 2025) still there is no return on investment in
running an EVSE business. This scenario is true globally. Centre for Climate and Energy
Solutions (C2ES) in their 2015 report “Business Models for Financially Sustainable EV
Charging Networks” concludes that:
“Charging station business models that rely solely on direct revenue from EV charging services currently
are not financially feasible. The analyses completed for this study focused on DC fast charging stations,
capable of charging a Nissan LEAF to 80 percent in less than 30 minutes, and alternating current (AC)
Level 2 charging stations, which can fully charge a Nissan LEAF in 3.5 to 7 hours. The analyses show that
investment in a single DC fast charging station results in a net loss of more than $44,000 for a private
project developer over a 10-year period. Similarly, investment in a charging site with five slower, lower
powered, and lower cost alternating current (AC) Level 2 charging stations results in a net loss of more
than $26,000 for a private project developer over the same 10 -year period. To build a business case that
will attract capital and convince the private sector to invest in EV charging, total revenues must be greater
than the project’s total cost, and an acceptable level of profit is necessary. There are four general ways to
improve the financial performance of charging station projects: increase revenues, decrease capital costs,
decrease operating costs, and/or decrease the cost of funds for the project. One promising opportunity to
improve the financial performance of charging station investments is to develop business models that,
through private partnerships and joint investment strategies, capture other types of business value in
addition to selling electricity. This might include tourist revenue for retailers and tourism businesses that
get more sales from EV drivers when located near EV charging stations; automakers selling more EVs; and
“clean energy” marketing and brand-strengthening opportunities for businesses visibly involved in EV
charging deployment projects.”
Another report titled “Electric Vehicle Charging Infrastructure in Israel: Implementation Policy and
Technical Guidelines” (May 2018) by Samuel Neaman Institute for National Policy Research and EV
CONSULT states that:
“Based on indications from the well-developed market of the Netherlands, the initial cost to install an
AC public charger with 2 sockets is about €3,000-4,000 (€1,500-2,000 per charging point), and the
running cost for a charger with annual sales of 2,000-8,000 kWh amounts to € 930-1,280 per year,
respectively. Costs of entry -level 50kW DC fast chargers range from €15,000 to €30,000 for the
hardware, with costs of grid connections and construction varying widely, averaging at a total cost
for a highway location fast charging station with 2 chargers at about €250,000. The rate between the
operational expenditure (OPEX) to capital expenditure (CAPEX), as well as the variability with respect
to sales volume, goes to show the importance of charger utilization (i.e. sales) for the business case of
public charging”
Since business volumes in the initial years being very low attracting private investments for EVSE
network creation proved to be a challenge in every country; hence resorted to the route of grant
funding or capex by electric utilities in most places. In Japan, EV owners pay a monthly fee to EV
manufacturers for using the charging facilities and the consortium of EV manufacturers subsidises
the EVSE owners and operators (this is besides Government subsidies to EVSE owners). In France the
largest EVSE network owner Blue Solutions (Bollore Company)’s primary business is renting EVs.
However, other EV owners can also use their EVSE network against a fee. From our analysis of the
current market scenario it will be difficult to build EV charging network in India as a standalone
business. Innovative business models to incentivize the EVSE investors and government and

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municipality interventions with respect to concessional allotment of land and other sops are required.
Some of the suggestions are listed below:

a. Electric utilities may be mandated to setup EVSE network in strategic locations in

their service area under capex for grid upgrades (regulated asset)
b. City governments/Municipalities and Highway Authorities may be mandated to
allot space for EVSE networks on long lease at concessional (or free) through
transparent selection route avoiding creation of monopolies
c. Bundle EVSE as mandatory in new buildings through Building Codes for all categories of
buildings exceeding certain built area - in this case the impact of EVSE infrastructure cost
in the per square meter cost of the buildings will be negligible
d. EV manufacturers to contribute a certain percentage of the vehicle cost towards EVSE
Fund which will be utilized to build EVSE network in respective cities/states
e. EVSE infrastructure may be clubbed with Highway construction cost – again it will have
negligible impact on per kilometre cost of highways
f. In commercial centres, tourist places, religious places etc the shop owners may be
encouraged to invest in EVSE infrastructure and entry of petrol and diesel vehicles may
be banned
g. Allot land and licences to setup large EVSE stations at strategic locations which
will also have following facilities:
▪ Café/ATMs
▪ Convenient Store/ Grocery/Vegetables Shops
▪ Health Club (Gym)
▪ Gaming Stations/Barbershops/Beauty Parlours/Massage Centres
▪ Air and Tyre changing services
h. Public sector undertakings and large private companies (above certain turnover)
may be mandated to setup (or contribute towards) EVSE infrastructure in their
area of operation
i. Oil distribution companies may be mandated to create EVSE infrastructure
nearer to their retail outlets (subject to clearances for operating at high voltages)
on highways (with in cities it may not be possible owing to space limitations and
high cost of land)
j. EV manufacturers consortiums may promote EVSE networks and collect monthly
subscription from EV owners and pay to the EVSE owners and operators
(Japanese model)
k. Fleet operators and car rental companies may be allowed to setup EVSE networks
l. Other incentives for EVSE infrastructure could include:
a. Tax concessions
b. Free or concessional land on long term lease
c. Transparent allocation of EVSE locations preventing formation of
monopolies

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