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Batteries et infrastructures de charge

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Mobilités et véhicules électriques

国立桥路学校

4.7（47 个评分） | 2K 名学生已注册

L’objectif de ce MOOC est d’aider ses apprenants, quel que soit leur profil, leur formation ou leur pays d’origine, à construire une réponse personnelle à des questions comme celles-ci : - Les voitures électriques seront-elles les dernières à circuler dans les métropoles du XXI° siècle ? - Le gain environnemental associé à l’électrification des véhicules justifie-t-il des investissements massifs dans les infrastructures de charge ? - Le véhicule électrique est-il réservé aux riches des pays du Nord ? Grâce à ce MOOC, les participants pourront acquérir des connaissances issues des sciences de l’ingénieur, de la sociologie, des sciences de l’environnement, de l’économie, de la géographie et des sciences politiques pour évaluer, analyser et mettre en œuvre le déploiement des véhicules électriques là où il est pertinent. Le Groupe Renault et les écoles de ParisTech collaborent depuis bientôt 15 ans sur des sujets liés à la mobilité durable. Ensemble, ils ont créé deux Masters (Transport et développement durable en 2004, Mobilité et véhicules électriques en 2010) et l’Institut de la Mobilité Durable (IMD), en 2009, pour accompagner les mutations en cours. Le MOOC Mobilités et véhicules électriques est issu de cette histoire commune et a été élaboré à partir d'un cours délivré au sein du Master Mobilités et Véhicules Électriques, piloté par Arts et Métiers ParisTech en partenariat avec Ensta ParisTech, Mines ParisTech et l’École des Ponts ParisTech. Ce cours est en français, cependant des sous-titres en anglais sont disponibles pour toutes les vidéos et vous pouvez écrire vos messages dans le forum en anglais si vous le désirez./ This course is given in French, nevertheless English subtitles are available for all videos and you can write your posts in the forum in English if desired.

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审阅

4.7（47 个评分）

5 stars
37 ratings
4 stars
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3 stars
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AA

Apr 05, 2018

Un cours passionnant et particulièrement bien structuré, une expérience très enrichissante, merci !

DS

Mar 30, 2019

Tour d'horizon complet : technique, économique, sociétal, avec une présentation vivante et variée.

从本节课中

Chapitre 4 - Mobilités électriques et infrastructures : dimensions techniques et dimensions économiques

<p>Si les véhicules électriques roulent sur les mêmes routes que les véhicules thermiques, des infrastructures propres leurs sont néanmoins nécessaires. Nous traiterons ici des dimensions techniques et économiques de ces infrastructures en France, en Europe et dans le monde. Cette analyse nous amènera à nous intéresser aux différents <em>business models</em> du véhicule électrique.</p><p> Le cours sera complété par un <em>Point méthode</em> expliquant l'équilibre offre/demande sur les réseaux électriques.</p> <p>Ce chapitre comporte également deux <em>Le saviez-vous ?</em>, l'un sur le stockage de l'électricité, l'autre sur les bornes de (re)charge, ainsi que des entretiens avec des experts du Groupe Renault permettant de compléter notre connaissance sur les infrastructures.</p><p>Comme pour tous les chapitres, vous aurez l'occasion à la fin de celui-ci de tester votre compréhension avec l'évaluation sous forme de quiz. Cette évaluation ne porte que sur les vidéos de cours et est notée.</p>

Batteries et infrastructures de charge8:50

Quickdrop, charges rapides, Corri-Door : "le plein d'électricité, s'il vous plaît"3:41

Modèle d'affaire batterie3:39

教学方

Virginie BOUTUEIL
Researcher
Émeric FORTIN
Head of the Master in Transport and Sustainable Development

脚本

-Hello. You are the head of the program

Batteries and Infrastructure for Renault.

Electric cars imply plugs and charging standards.

Could you tell us about the various charging standards

and how they are determined in various areas of the world?

-First, standards are important to us

as they stabilize our technical solutions.

So having as many standards as possible prevents us

from having different issues in different areas.

There are three main standards on the planet.

The first one is Japanese and called CHAdeMO.

The second one is European and called Combo.

The third one is Chinese

and called GB/T.

For the past few years, we have been trying

to standardize everything to reach one standard

for each main geographical area

so cars can be charged on any station

and to makes things easier for the customers.

In the past, some stations were installed

which follow outdated standards.

-The standards are still current as we still back-pedal somewhat

on all products.

We make sure people who bought a car 3 years ago,

can still charge their car

and that the old stations can charge new vehicles.

However, we are aiming for more effective standards.

At the moment,

there are two standards for stations and we are aiming for one

which will be effective for all electric vehicles.

-An electric car, as other cars, will be parked for stretches of time

and connected to a network,

either a home network or a wider network

in a street.

How are the "vehicle-to-home" or "vehicle-to-grid" systems

relevant and important to you?

-They are relevant

because they open up new fields to create value,

especially with energeticists and those who manage the network.

A car drives on average for about 50 kilometers a day

but is capable of driving 300.

The batteries have a large reserve and it should benefit the community.

You can charge your car at the proper time,

not charge it during consumption peaks when people come home.

We still manage to use the network efficiently

and to share part of the profits with the final users

which makes cars more affordable and thus promotes their diffusion.

-Isn't there a risk,

if we use up the battery to respond to a local demand peak,

that when we use the car, its autonomy is lower than expected?

-Absolutely. This is why we have been working with start-ups

to understand customer usage and make things easier.

We need to know a couple of facts.

First, when, in the morning, do they need their charged vehicle

and what was the charge level when it was plugged in?

The other important data is the minimal autonomy they want

when the car is plugged in to go to the hospital

or to somebody's house.

Between the minimal and maximal values we need at any given time,

the car will be charged whenever it is best for the network.

We are trying, thanks to an easy-to-use Smartphone app,

to work on customer usage,

and network usage

to make the integration of the vehicle to the network easier

and to create value.

-Does the customer get some of this value?

What is the incentive to leave their car plugged to the network

so it can adjust to peak periods?

-This is pretty easy, if they did not get anything, they would not do it.

It is logical.

Of course, we give some of the value back.

All the value chain must be remunerated.

Everybody must earn something,

the network as well as the aggregation platform,

with all its IT intelligence, or the final user.

By working together,

we create a bigger cake so we can all have a large slice

instead of having several small cakes.

We are working on ecosystems to create as much value as possible

so everybody wins.

-The batteries in electric cars,

after a while, lose some autonomy capacity.

Then, it can have other uses.

Could you tell us more about the battery's other uses

and the technical interest of the second-life uses?

-They are called second-life batteries.

The first life lasts 8 to 10 years in the car.

When it is under 25% of its nameplate capacity,

it no longer fulfills our promise to the customer

so we take it out.

When we take it out, it is still good for other uses,

especially stationary energy storage.

We make a plug-and-play product.

We take it out, plug it again on a stationary system

and we use it to charge or discharge via the network.

The first application we use it for

is inside buildings.

Inside a tertiary building, in the morning,

when the elevators or the kitchen start,

they need a lot of energy and less so afterwards.

To avoid peaks, we use second-life batteries.

We also use them in houses or on rapid-charging stations.

To charge a car very quickly, it needs a high power peak.

Second-life batteries store the energy and redistribute it to the car.

This is a nice use of circular economy.

The batteries help the cars charge faster.

It adds 5 to 10 years

to the battery's life span.

So that makes 10 years in the car, 10 years as stationary storage

so we only need to recycle them after 20 years and not 10.

-We know that the environmental relevance of electric cars

will depend on the decarbonization of electric systems.

This will require the implementation of renewable sources.

And electric car batteries can facilitate their development.

Could you tell us more about this use of second-life batteries?

-It will probably start with second-life batteries

and then on-board batteries in the car.

But it will start with second-life batteries.

Using more and more renewable energies on the networks,

which is notably happening in Germany, in the Netherlands,

which have high renewable energy rates,

will disturb the network

and we can stabilize it thanks to batteries.

Second-life batteries become interesting because of their cost.

Second-life batteries are half as expensive as new batteries.

So we have a synergy between two worlds.

The more second-life batteries we use on the network,

the more renewable energy we can use

to decarbonate our energy.

Cars will then be charged with green energy,

which creates a virtuous cycle.

Electric cars will be charged with more green energy,

it will be cheaper,

and thanks to what they bring to the network,

we will have more wind turbines and solar panels.

-Another way of storing renewable energies

is by producing hydrogen which can be used in fuel cell cars.

Do you see these as being in opposition or in synergy

with the current electric vehicle batteries?

-Not many things are in opposition. Everything is mostly complementary.

Hydrogen will come later,

probably thanks mostly to buses and trucks,

which need more autonomy.

Hydrogen has upsides when it comes to autonomy

and downsides with its expensive infrastructure.

It will probably come through fleets of vehicles

with perfectly managed infrastructure between point A and point B

and with larger vehicles, buses or trucks.

-Thank you very much.

-You're welcome.

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