Deployment of Charging Infrastructures

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Electric Vehicles and Mobility

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École des Ponts ParisTech

Electric Vehicles and Mobility

102 notes

The purpose of Electric Vehicles and Mobility is to help you, whatever your profile, your training or your country, find your own answers to questions such as: - Will electric vehicles be the last to be allowed in megalopolises in the 21st century? - Does the environmental gain from vehicle electrification justify heavy investment in charging infrastructure? - Are electric vehicles only for wealthy people in developed countries? This course will allow you to acquire elements from engineering science, sociology, environmental science, political science, economics, management science, in order to evaluate, analyze and implement the diffusion of electric vehicles where their use is relevant. This MOOC is the English version of Mobilités et véhicules électriques; in the lecture videos, the teachers speak in French, nevertheless their presentation is in English and English subtitles are available. Groupe Renault and ParisTech schools have been working together for almost 15 years on topics related to sustainable mobility. Together, they created two Master programs (Transport and Sustainable Development in 2004, Mobility and Electric Vehicles in 2010) and the Sustainable Mobility Institute Renault-ParisTech in 2009, to support ongoing changes. Electric Vehicles and Mobility is the result of this shared history and was developed from a course delivered within the Master Mobility and Electric Vehicles, led by Arts et Métiers ParisTech in partnership with Ensta ParisTech, Mines ParisTech and École des Ponts ParisTech.

À partir de la leçon

Chapter 6 - Prospective: The Road to Electrification

<p>In this chapter we will explore how the electric vehicle may be deployed over the course the 21st century. To do this, we will explicitly use a prospective approach aimed at exploring the future rather than predicting it.</p><p>We will begin by decomposing the main instruments to reduce the environmental impacts of transport through the ASIF (Activity Structure Intensity Fuel) approach, then study the crucial issue of the deployment of charging infrastructures. Finally, we will examine the role of hybridization as a transition technology to the electric vehicle.</p><p>The course is followed by an interview of an expert from AVERE-France to broaden our point of view on hybridization and to discover advances in battery life.</p><p>You will find in the following session the graded assessment for both chapter 5 and 6. This evaluation concerns only the videos <em>Lecture</em> and is required to obtain the certificate.</p>

Deployment of Charging Infrastructures9:18

Rencontrer les enseignants

Émeric FORTIN
Head of the Master in Transport and Sustainable Development
Direction of Studies, École des Ponts ParisTech
Virginie BOUTUEIL
Researcher
LVMT (City Mobility Transport Lab), École des Ponts ParisTech

-In this video, we will introduce

the basics to define and understand

the deployment of charging infrastructures for electric vehicles.

First, we will talk about history before focusing on today's projects.

Electric vehicles imply charging stations or charging.

Before 1900, charging solutions were hand-made.

Then, charging stations developed.

In those times, they were called "charging columns

for electric automobiles".

Vehicles could be charged individually at home

or collectively within fleets.

The 1899 charging column could charge a lead battery

with a power ranging from 2 to 6.4 kW

with an intensity ranging between 25 and 80 A at 80 V.

This device was awarded at the July 1899 Show

by the Mixed Commission which was in charge of determining

the conditions under which automobiles could be charged with electricity.

In those times, this model already planned an elegant integration

in an urban setting with a format close to that of mailboxes.

To charge these accumulators, users had to put a token in the meter,

close the internal circuit breakers, the bipolar switch,

and choose the charging intensity with the rheostat's switch.

In Europe, Tesla has already installed about 6 000 Superchargers

with a 150-kW power

and an intensity ranging from 25 to 150 A at 1 000 V.

They are distributed in a little under 900 stations.

These chargers can give an additional 270km autonomy in less than 30 mn

for an average charging cost of 0.24 euros per kW.

135 years passed between these two devices

that almost have the same weight and volume.

In the second part, we will introduce

a few exemplary technico-economic projects in California and Norway.

In California, private vehicles are over-represented.

38 million inhabitants own 35 million vehicles registered in the state.

In 2016, the Californian electric vehicle fleet represented

140 000 vehicles, thus 40% of the number of electric vehicles in the US.

California offers 2 500 dollars for the purchase of an electric vehicle

as well as a tax credit that can go up to 7 500 dollars.

EV users can take carpool lanes.

The state of California hopes that electric car sales will represent

15% of the sales of new vehicles by 2025.

In terms of power generation,

California produces a quarter of its electricity

via renewable energies, solar and wind energy.

Regarding the network, the Californian territory has 7 400 charging stations

among which 2 500 fast-charging stations.

San Francisco has installed 100 free-of-charge charging stations

to incite electric mobility.

Here is another example. Norway is a reference

in terms of electric mobility development worldwide.

This country has 50 000 electric cars for 5 million inhabitants.

It is estimated to reach 200 000 EVs by 2020.

This country convinced purchasers thanks to several aids:

free highways, bridges and parking spaces,

driving in bus lanes allowed, VAT aid when purchasing an EV

and 500 free-of-charge charging stations.

These numerous favorable conditions allow Norway to achieve record sales

since 2015.

One new car out of five is electric.

Thermal vehicles cost more than electric vehicles

and they are severely taxed.

One of the particularities of Norway

is that it is the first European oil producer.

Its hydraulic resources represent 95% of the electricity produced.

But it also develops renewable energies such as wind energy.

The use of electric cars in Norway

is considered as being clean since the supplied electricity

comes from renewable energies.

Furthermore, the Norwegian power grid accepting 50 000 charging stations

is designed to accept a 2.5 million electric vehicle fleet,

just as much as the current thermal vehicle fleet.

Last June, the main Norwegian political parties

reached an agreement to prohibit the sale of thermal vehicles as of 2025.

In France, the situation is different.

The French fleet consists of 38.5 million thermal vehicles

and 76% of the electricity comes from nuclear power.

The remaining 24% come from other resources:

fossil fuel, hydraulic energy, wind energy, solar energy and bioenergy.

In 2015, France has adopted a law on energy transition for green growth.

One of its aims is to deploy electric mobility.

This goes through the installation of 7 million charging stations

on the whole territory, the obligation to install charging stations

in every new facility and construction,

in existing business premises and shopping malls,

but also in housings in the event of works.

With 7 million electric vehicles, the electricity production would be enough

but would require an optimized management of demand.

Should we go over 15 million EVs,

the equivalent of the production of 5 EPRs would be necessary

to supply the required electricity.

The different actors involved are thinking about the grid,

the production of electricity favoring renewable energies,

and the integration of electric vehicles.

It is the vehicle to grid concepts associated with smartgrids,

V2G related to smartgrid.

To this day, 16 000 charging stations are available on the territory.

By the end of 2017, there should be 38 000.

The Bolloré group, with the agreement of the government,

is going to install 16 000 charging stations by 2019

for a 150-million-euro investment.

They aim at offering users charging stations every 40 km.

Note that these stations will not offer fast charging,

since they have a 3 to 7 kW power.

It must be noted that this installation is behind

the initial development plan.

Corri-Door is a private consortium

which gathers Sanef, EDF and its subsidiary Sodetrel,

automotive manufacturers such as Renault-Nissan, BMW and Volkswagen,

as well as ParisTech.

On a national level, the Corri-Door project aims at being the backbone

of the charging networks in France

by connecting already equipped cities and regions.

It has been acknowledged as being of national scale

via a ministerial decision on January 29 2016.

This project is integrated

in the Trans-European Transport Network program

established by the European Commission which finances 50% of the investments.

The installation of fast-charging stations

for a total cost of 10 million euros is done along highways

and in city suburbs.

Eventually, the Corri-Door network will provide

a 200-charging-station network, meaning every 80 km.

Before the January 1 2016 merger,

the former Nord-Pas de Calais regional council had launched

a regional plan to develop electric mobility

in partnership with 19 EPCIs

in order to implement a charging station network over 250 km

from Maubeuge to Dunkirk.

In order to observe a territorial meshing,

each EPCI joining the program agreed

to install one outlet for 3 000 inhabitants over 3 years.

The mobility plan has been organized via a corridor system,

mainly along major roads,

with the goal of installing a semi-fast-charging station

every 50 km.

The first installation phase saw the implementation

of 233 charging stations out of the 2 500 planned stations.

We will now take a look at the Valenciennes métropole project.

This project is part of a state call for projects via the ADEME

and the regional council which financed up to 80%

of a charging station installation until January 20 2016.

16 municipalities are affected.

37 semi-fast-charging stations built by G2 mobility were planned every 20 km

and one fast-charging DBT station at the junction of the two highways.

The global installation and operation budget is about 650 000 euros.

The average cost to install a station was 12 000 euros minus public aids:

50% by the ADEME, 30% by the regional council.

Local authorities were to finance the remaining 20%

and finance operation costs.

Regional use fares were also defined. They are described in this table.

To conclude, to this day France is not able to offer operating conditions

similar to that of Norway.

However, our model is close to that of the one offered in California

but we suffer from an important delay in terms of the number

of electric vehicle in circulation and the development of electric networks.

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