Recent Developments, Challenges, and Possible

Action Plans for Electric Vehicle Charging

Infrastructure in India
B. Save1 , A. Sheikh2 , and P. Goswami1
1 GeneralEngineering Department, Institute of Chemical Technology, Mumbai, India
2 Electrical Engineering Department, Veermata Jijabai Technological Institute, Mumbai, India

Abstract—For addressing the issue of increasing carbon emis- ii) The various policies and charging standards available
sions, depleting fossil fuels and increasing fuel prices, Electric in India have been analyzed and based on the analysis
Vehicle (EV) seems to be a feasible solution. The adoption of advantages and limitations of charging infrastructure are
EVs in India is growing fruitfully on a large scale with the
help of various schemes initiated by the government. However, drawn.
deficiency in charging infrastructures, battery technologies, and iii) Lastly, suggestions and improvements required in charg-
charging standards leads to challenges in EVs adoption. This ing infrastructure are discussed and possible solutions are
paper analyzes and focuses on the major challenges in the recommended to enhance the EV adoption.
adoption of EVs in India. The paper also highlights various
charging standards available, the current status of EVs in India The rest of the paper is organized as follows: Section II
and investigates various possible impediments in EVs charging highlights the current status of EVs in India. Section III
infrastructure. To accelerate EVs adoption as well as EVs focuses on the analysis of EV charging infrastructure. Section
charging infrastructure various action plans in the Indian context IV describes the challenges in the adoption of EVs in India.
are suggested in the paper. Section V provides possible recommendations and solutions
Index Terms- Charging Stations, Electric Vehicle, Government
policies. for enhancing EV adoption and finally, Section VI concludes
with a future possible extension of work.
I. I NTRODUCTION
II. C URRENT STATUS OF EV IN I NDIA
The future grid encourages the integration of renewable en- The National Electric Mobility Mission Plan in the year
ergy sources (RES) with the main grid to mitigate the demand- 2012 was announced by the GoI [13]. The major objectives
supply mismatch problem. Electric Vehicle (EV) having the of the plan were to employ 6 to 7 million EVs and hybrid-
advantage of mobility over other RES can provide support electric-vehicle (HEV) by 2020. Further, in 2017 the ban on
to the grid during the peak demand on the grid. There are sales of conventional vehicles i.e. petrol and diesel vehicle
two modes of operating EV for exchanging energy with grid from 2030 was announced [14]. In 2018 the total number of
i.e. one in which EV charges it batteries from grid supply EVs is approximately 0.4 million [15] which is about only
known as grid-to-vehicle (G2V) and other in which the EV 0.1% of present traditional vehicle industry [16]. The FAME
discharges the energy of battery to grid known as vehicle-to- scheme (Faster Adoption and Manufacturing of Electric Vehi-
grid (V2G). Several studies in the literature have investigated cles) was announced by the Department of Heavy Industries
the advantages of V2G concept and also economic feasibility (DHI), GoI in 2015 for reducing the price of EVs [17]. For
of V2G concept is highlighted [1] − [12]. increasing EVs adoption in India, Energy Efficiency Services
The V2G concept has attracted many utilities and users Limited (EESL), under the management of the Ministry of
around the world. In India to address the issue of carbon emis- Power, GoI awarded a contract for the procurement of 10,000
sions, increasing fuel prices and depletion of fossil fuels the EVs for government agencies to Tata Motors [18].
government of India (GoI) initiated the path of electrification The NITI AAYOG predicts a reduction in CO2 emission
of drive vehicles. The major contributions of the paper are as by approximately 1 Gigatonne in India by 2030 [19]. As seen
follows: in Fig. 1 the CO2 emission from the EV is less as compared
i) The paper highlights the current status of EVs in India to internal combustion engine (ICE) vehicles. The plans of
and also focuses on the major challenges in the adoption NITI AAYOG to transform a traditional vehicle into EVs is
of EVs in India. divided into three phases. In the first phase (2017-2019) initial
action plan such as influencing market buildup, government
B. Save and P. Goswami is with General Engineering Department, Institute
of Chemical Technology, Mumbai, India. A. Sheikh is with Electrical Engi- role, and establishment of the initial setup is highlighted. In the
neering Department, Veermata Jijabai Technological Institute, Mumbai, India. second phase (2020-2024) seizing the market is priority with
[email protected] integrating solutions in a different set of geographies. Lastly,
978-1-7281-2658-6/19/$31.00 c 2019 IEEE in the third phase (2025-2032) focus is on integrating all

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 Fig. 1. Predicted CO2 emission for India in year 2030 [20]

solutions which are economically viable and to scale towards

the national level.
To enhance the adoption of EVs many companies are in-
vesting economically on a large scale. According to the report
of [21], the major reason for the impediments of EVs adoption Fig. 2. Key milestones of different EV policies in India
in India is the EV charging infrastructure as the time taken for
charging the batteries is high. A public charging station for EV
to mark. The details of different charging standards adopted
has been installed in Delhi by BSES, India [22]. For the same
in India and the details of EV supply equipment (EVSE) is
charging station, a mobile app has been developed in which
discussed in this section.
a user can book the time slot for charging their EVs. The
GoI recently in association with the department of town and A. Electric Vehicle Supply Equipment availability in India
country planning under ministry announced various buildings
The dc battery system used for operating EVs (2W , 3W ,
to provide 20% space for EV parking lots [23]. Fortum India
and 4W ) in India usually has a voltage rating of less than 100
plans to expand its EV charging points network by 2020, the
V . The EVSE’s are generally categorized in two types ac and
company has already launched 36 dc charging points across
dc. The details of available charging stations in India are as
cities like Hyderabad and Mumbai [24]. An end-to-end ac
follows:
charging platform was launched by Magneta Power under the
series of “ChargeGrid Pro” for easy charging of EVs at homes i) ac charging station single phase 230 V and three-phase
and offices [25]. 415 V
Recently, a memorandum of understanding (MoU) was ii) dc charging station with a voltage ranging from 72 V to
signed by Exicom (EV charging infrastructure developer) 200 V .
and Bharat Heavy Electricals Limited (BHEL) for addressing In India currently, a total number of ac charge points installed
various opportunities in e-mobility markets [26]. On Delhi- are 400 with ratings of less than 3.3 kW . In contrast to this dc
Chandigarh highway a network of EV chargers based on charge points available is 40 with ratings of less than 15 kW .
solar energy will be set up by BHEL [27]. A charging corri-
B. Charging Standards Overview
dor “ChargeIn” is proposed by Magneta Power at Lonavala,
Mumbai-Pune Expressway [28]. The proposed corridor will The biggest hindrance in the growth of infrastructure for
have the ac well as dc charging points and will be open to all charging is the protocol standardization for EV charging. For
kinds of two, three and four-wheelers. standardizing various areas of EVSE’s like safety, communi-
In contrast to all the initiatives from GoI and other or- cation standards, and rated power developed, there exist many
ganizations in the past few years, the success rate of EVs standards development organizations. Some of the prominent
adoption in India is still straggled. The different EV policies organizations around the world are Society of Automotive
adopted in the last few years are represented in Fig. 2. The Engineers (SAE), International Electrotechnical Commission
major challenges in the expansion of the EV market are a (IEC), Bureau of Indian Standards (BIS), and Organization for
shortage of charging infrastructures, travel range versus price, Advancement of Structured Information Standards (OASIS).
higher charging times and absence of awareness in consumers. The IEC 61851 standard addresses key requirements for
Because of these limitations, the paper focuses on the current different equipment used in dc and ac charging station. Ba-
market scenario of EVs in India, factors affecting the growth sically, in the case of ac charging system, there are two
of the EV market, and different charging standards in India. types of chargers ac slow chargers and ac fast chargers. The
major difference between ac slow and fast charger is that
III. A NALYSIS OF C HARGING I NFRASTRUCTURE AND EV one requires single-phase supply whereas other requires three-
IN I NDIA phase supply. For ac slow chargers IEC 60309 connector is
The ac and dc charging stations are available in India on used on EVSE side [29]. Similarly, for ac fast chargers IEC
small scale, still, the infrastructure for charging EVs is not up- 62196 (Type 2) connector is used on EVSE side [29]. For

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establishing a connection between EV and EVSE-AC through for charging EVs reduces by a considerable amount. In both
power electronics converter (PEC) proper charging cables are cases of charging station voltage levels, current rating and
required. The guidelines for selecting various cable assemblies power levels are recommended, considering the Indian context
are described in Table I. and categories of vehicles.
The Level 1 charging (ac slow charging) utilizes ac 230 V ,
TABLE I 15 A, having a peak power of 3.45 kW [29]. The IEC 60309
G UIDELINES FOR SELECTING VARIOUS CABLE ASSEMBLIES IN CASE OF
AC SLOW AND FAST CHARGERS [29] standard recommends 15 A plugs, socket-outlets, and couplers
for slow ac charging (residential, industrial type).
Cable Name Description EVSE Outlet For Level 2 charging (ac fast charging) the power require-
A EVSE to PEC and PEC to EVSE AC Slow
ment is 26 kW and voltage is 415 V with a current range less
B EVSE to EV AC Slow
C Attached to EVSE AC Slow than or equal to 63 A [29]. The connector used is IEC 62196
D EVSE to EV AC Fast Type-2 and other requirements of connectors, plugs, specific
E Attached to EVSE AC Fast inlet, and outlet is specified by AIS 138 standard.
Extension cable for connecting D
F
to EV
AC Fast The Level 3 charging (DCFC) has an advantage of less
charging time and hence is the most preferred method. The
The other parameter considered for classification of EVSE voltage requirements are generally less than 100 V and the
is their maximum operating loads. Before installation, it is maximum power requirement is about 10 kW [30]. The
important to ensure that the rating of EVSE should be less DCFC station will generally be useful for two, three and
than the sanctioned load at the point where it is meant for four-wheelers. The comparative analysis of different levels of
use. charging station is shown in Table III. From Table III it can
be concluded that DCFC requires less time for charging the
TABLE II EVs.
F UTURE MARKET FOR EV CHARGERS IN I NDIA
D. Different modes of charging
2019 2021
2017-18 2018-19
-21 -25
The different modes of charging are defined by IEC 61851
EV charging station and are listed as follows:
1000 5000 50000 350000
likely to be set up 1) Mode 1- Household socket and extension cord: This type
Norms of EV Chargers of charging is applicable for residential customers in which
4 4 6 6
likely to be installed
Total EV Chargers the EV can be connected directly to the grid with the help
4000 20000 300000 2100000
likely to be installed of standard socket-outlets as shown in Fig. 3. For effective
% of AC Slow chargers 90% 80% 80% 70%
% of DC Fast Chargers 10% 20% 20% 30%

The dc EV charging stations are classified based on DC

output voltage, one which is less than and equal to 60 V and
other which ranges from above 60 V to 1500 V [30]. The
connector used for DC charger is GB/T 20234.3 having an
outlet of 15 kW [31].
C. Configuration of different EV chargers
Fig. 3. Connection diagram for Mode 1
Ac and dc charging stations are developing on a large
scale in India. For different sectors of transportation, having use of mode 1, it is mandatory to follow safety regulations
different categories of EVs specific recommendations has been and also the electrical installation should consist of circuit
defined. The details of these recommendations are described breaker for overload protection, earth leakage protection, and
in the following sections: effective earthing system. For preventing accidental contact,
1) Charging Infrastructure for two-wheeler: Based on Au- sockets with shutters are employed. However, even though it
tomotive Industry Standard (AIS), ac slow charging is most is the most preferred method, the heating of sockets, fire risk
preferred with compatible socket/plug [29]. The upcoming and limited power rating leads to impediments in its adoption.
electric two-wheelers may have batteries installed that are 2) Mode 2- Domestic socket and cable with a protection
capable of ac fast charging. Automotive Research Association device: For connecting EV to grid a household socket-outlet
of India (ARAI) surveyed EV charging power requirements is used. The recharging of EV is facilitated by employing 1
and concluded that ac fast charging i.e. 3 phase and ac slow phase or 3 phase network and earthing cable is specifically
charging i.e. single phase will be sufficient for two-wheelers. used. The cable has an inbuilt protection device as represented
2) Charging Infrastructure for three-wheelers and four in Fig. 4.
wheelers: The dc fast charging (DCFC) and ac system both 3) Mode 3- Specific socket on a dedicated circuit: In this
play a significant role in the case of three and four wheeler’s mode of charging EV can be connected directly to the network
charging infrastructure. In the case of DCFC, the time required with the help of a dedicated circuit and a specified plug

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 TABLE III
C OMPARATIVE A NALYSIS OF DIFFERENT CHARGING S TATIONS [29], [30]

Level Supply Duration Voltage rating Current rating Power rating Charging Time
Level 1 AC Slow 230 V 15 A 3 kW to 10 kW 6 to 8 hours
Level 2 AC Slow 415 V 32 A to 63 A 22 kW to 26 kW 2 hours to 30 mins
Level 3 DC Fast 48 V to 72 V upto 200 A 10 kW to 15 kW less than 30 mins

A. Increase of power demand on the grid

In the current scenario, the number of charging station
and EVs are comparatively less. However, shortly the rise
in EV sales will increase the number of charging stations
set up across the country. These new charging stations will
require an additional electric supply for its operation which
will result in increasing demand on the grid. The projected
demand for electricity in India is shown in Fig. 7. It can be
Fig. 4. Connection diagram for Mode 2 seen that the total electricity consumed in the year 2017-18
is 1206.306 terawatt-hours (TW h) and the projected energy
demand for the year 2029-2030 is 2634.04 TW h [32]- [33].
and socket as shown in Fig. 5. For safety issues, permanent
The additional demand for EVs, when added to the current
installation of control and protection circuit is preferred.
scenario of energy consumption, will further increase the total
energy consumption. It can be considered that approximately
the contribution by charging station to grid demand will be in
the range of 10% to 30%.

Fig. 5. Connection diagram for Mode 3

4) Mode 4- Direct current (DC) connection for fast charg-

ing: As represented in Fig. 6 an external charger is employed
for connecting EV to the grid. The highlight of this mode
of charging is that the charging cable, protection and control
circuit are permanently installed in the installation.
Fig. 7. Electricity demand projected till year 2030

B. Deficiency in Indian Charging Standards

The GoI in association with other agencies has defined
certain standards for various EVSE. However, the standards
are very rigid for the Indian scenario and require improvement,
for example, the selection of voltage levels, socket/plugs,
and connectors specification. As in the other parts of the
Fig. 6. Connection diagram for Mode 4 world, various modifications are continuously adapted based
on environmental and financial concern, a similar concern is
also required in India.
IV. C HALLENGES IN GROWTH OF EV CHARGING C. Limitations of DC charging infrastructure
INFRASTRUCTURE
As discussed in Section III-C, DCFC stations requires lesser
Even though a lot of efforts are being invested technically time for charging. However, the voltage level of the current
as well as financially from the GoI side, still there are barriers dc charging station is around 48 V and 72 V which increases
in an expansion of EVs charging infrastructure. The details the charging cable size. The voltage level around the other
of major parameters responsible for the slow adoption rate of part of the world is approximately 400 V which reduces
EVs is described as follows: the charging current and hence the cable size. Globally DC

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charging connectors such as CHAdeMO, Type 2 CCS GB/T, reduced energy usage will be around 35% to 40% depending
Type 1 CCS, and Tesla supercharger are trending and are on the categories of EVs.
adopted based on different operating voltage range. B. Swapping Batteries at designated centers
D. Incentives for setting up charging infrastructure The biggest impediment in EVs charging infrastructure is
For enhancing EVs adoption in India, GoI is already provid- the charging time required to charge the batteries. It is well-
ing incentives for purchasing the EVs and also in process for known that charging a battery requires approximately 1 to
providing incentives to set up charging stations. The FAME 2 hours. Even though fast charging options are available
scheme, NITI AAYOG, and others are still nurturing in India it affects the battery life on a long term basis [36]. The
on a large scale. The major financial budget of this scheme solution which can be adopted is battery swapping options in
goes for standardization and the smooth run of a few pilot which instead of fitting the batteries permanently in vehicles,
projects. As such only a few incentives regarding EVs are an energy operator (EO) would coordinate this swapping
available in India. operation. The EO will first purchase the battery, then charge
it and at different outlets, it will lease it to EV. The EV owner
E. Charging times constraints and travel range versus price instead of waiting at charging station will visit the swapping
issues station, submit the discharge battery and install a new battery
For charging an EV fully from a single phase 230 V supply for further travel, this not only reduces the time of EVs user
requires 7 to 8 hours. According to report [34] around 50% but it also leads to improvement in battery life (as submitted
of customers need charging time < 2hours whereas 30% discharged battery can be charged with slow charging options).
customers expect charging time < 4 hours. The DCFC has For effective operation of battery swapping, EVs manufac-
charging time which is less than 2 hours but is not suitable turers should use a common battery in their manufactured EVs.
for installation at domestic places. Recently, in Nagpur, the This also solves the problem of setting up huge infrastructure
Ola EVs fleets faced a serious issue regarding the charging for charging.
time at station [35]. The drivers of such EVs complained of
C. Development of the Battery Ecosystem
spending an average of 3 to 4 hours daily at charging stations
for charging their EVs. This, not only increases their working A battery is the heart of an EV which requires extensive
time but also burden financially as for charging EVs fully effort for its maintenance. However, in India for manufacturing
require Rs. 500 to 600 a day. commercial lithium-ion battery the technology still lacks as
The second constraint which gains attention after charging compared to the rest of the world. To overcome this problem
time is, how much EVs can travel after getting charge and there is a need to invite companies from around the world to
the expenditure occurring depending on the kilometer travel. manufacture the best cells. India lacks in getting resources/
As compared to the conventional vehicle currently the price materials needed for manufacturing. The other possible so-
of charging EVs is comparatively high. The driving range lution which can be adopted is to recycle the old existing
achieved is also limited to approximately 150 kilometer which batteries. The recycling process not only is financially viable
is less as compared to an equivalent ICE vehicle. but also helps in reducing environmental hazards caused due
to batteries. Recently, this technique is gaining momentum
V. R ECOMMENDATION AND IMPROVEMENTS REQUIRED TO around different parts of India.
ENHANCE EV ADOPTION
D. Other recommendations
With constraints mentioned in Section IV, still, there is
a lot of scope for improving EVs adoption in India. GoI The recommendation mentioned above requires prior plan-
schemes like FAME, National Electric Mobility Mission and ning and proper setup for improving EVs adoption. Some of
NITI AAYOG, etc. are framing new policies to enhance the the recommendations which can further be adopted are listed
adoption of EVs. The few recommendations/ scheme which below:
could be adopted for enhancement of the use of EVs in India • Setting up RES especially for charging station with help

is described in this section. from the Ministry of Renewable Energy (MNRE) and
Ministry of Power (MoP). Few countries around the world
A. Making EVs energy efficient have solar charging stations in which the energy required
The major challenge was the energy consumed (watt-hours) to charge EVs is generated with help of solar panel
for traveling certain kilometers. Therefore it is important to installed on the rooftop of charging station, this reduces
minimize the energy used per kilometer of travel. This reduc- the extra burden on the grid.
tion in energy consumption can be achieved by replacing an • Allowing third parties in concerned with government
induction motor with a brushless dc motor or even a switched organization for setting charging stations around the
reluctance motor. Finally, improvement in aerodynamics can country.
be achieved by improving tire design and reducing the weight • Conduct awareness workshops for consumers highlight-
of the vehicle by using different kinds of materials [36]. ing the benefits of using EVs, government policies, incen-
Once the energy usage requirement reduces, it indirectly tives and subsidy provided under different GoI schemes,
reduces the size of the battery leading to cost-saving. The etc.

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