Hybridization and Electric Vehicles 2/2

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Del curso dictado por École des Ponts ParisTech

Electric Vehicles and Mobility

41 calificaciones

École des Ponts ParisTech

Electric Vehicles and Mobility

41 calificaciones

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.

De la lección

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>

Hybridization and Electric Vehicles 1/27:15

Hybridization and Electric Vehicles 2/29:18

Conoce a los instructores

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 second part, we will focus on the different types

of hybrid vehicles.

Following the same principle, hybrid powertrains

include a conventional thermal engine and a fuel tank, as previously,

to which is associated an electric engine,

and a battery with a limited size,

to limit problems related to the cost of the on-board battery.

Notice also that these vehicles do not require external charging

of the battery, which also eliminates all constraints

related to the vehicle charging infrastructure.

However, these hybrid vehicles produce local pollutant emissions,

due to the use of the thermal engine, as well as, to a lesser extent,

noise emissions, also due to the use of the thermal engine.

Note here that the functions have been separated.

The energy reserve is still provided by the fuel tank,

and the battery, limited in energy in this solution,

is used as a power buffer instead of a power and energy reserve

as in the all-electric vehicle.

This hybrid powertrain enables us to seek to achieve synergy

between the two engines, electric and thermal,

as well as to optimize more or less extensively

the performance of the thermal engine,

notably with the stop-start system, i.e. engine shutdown at idle,

the help provided to the thermal engine

by the electric engine, or boost mode, and to a lesser extent,

the possibility to drive the vehicle over short distances

without using the thermal engine, in all-electric mode.

Besides, this system also enables the vehicle

to recover energy from braking, like electric vehicles.

As we just saw, hybridization significantly improves

the operating conditions of the thermal engine.

This is shown on these two diagrams, where we see the operating range

of a thermal engine in a hybrid vehicle,

for urban and extra-urban use, and we see

that in both cases the hybrid system

maintains the thermal engine around its maximum efficiency area,

i.e. it notably lowers fuel consumption in urban use,

and all the low-efficiency use phases

of the thermal engine, specific to urban use,

have been replaced by all-electric use phases.

The consumption gain is therefore very significant in urban areas,

thanks to the hybridization of the thermal engine.

An evolution of hybridization

consists in using a battery with an energy content

intermediate between that of a hybrid vehicle

and of an all-electric vehicle, as is the case here.

This brings two notable advantages, firstly, the vehicle can be used

with significant electric ranges, from 20 to 60 kilometers,

and secondly, the capacity of the on-board battery

is sufficient for it to be recharged, as shown here,

and the result is a rechargeable hybrid vehicle,

characterized in that it uses two energy vectors,

a hydrocarbon, and electricity.

Therefore, this vehicle, like all-electric vehicles,

requires a total life-cycle analysis taking into account

the production of the required electric energy.

The advantages of this rechargeable hybrid vehicle

are of course the same as those of hybrid vehicles,

plus the extended all-electric mode,

and the possibility to recharge the battery using the network.

Let us look at the solutions devised by manufacturers

for the all-electric range of their rechargeable hybrid vehicles.

On this diagram, that shows the dynamic power

and the range of the vehicle, are represented various solutions

implemented by manufacturers, and you can see

that between Toyota's 2012 solution, which is the most restrictive,

and BMW's on its i3 with its range extender,

there are huge differences in the range that can be covered

and in the dynamics of the vehicle in this all-electric mode.

Another particularity of hybrid vehicles

is their consumption of two types of energy vectors.

The overall consumption is a balance of these consumptions,

and this balance depends heavily on the distance

over which the vehicle is used between two recharges.

As shown on this diagram, at the start,

when the battery is full, the energy used is mostly electric,

and as the distance between two recharges increases,

more and more fuel is used, there is a transfer

to the energy from the fuel.

The current European Standard, although it will change very soon,

places this shared consumption approximately at this level,

and remarkably, in the statements of the manufacturers,

you may have a rechargeable hybrid, such as this very large BMW sedan,

which features a powerful 240 kW engine,

and which, according to the standard, has a consumption of 2.5l/100km,

reflective of this split between electricity and fuel.

We can well imagine that this vehicle, when driven hundreds of kilometers

without recharging the battery, has a consumption

around 6 to 8l/100km, very different from the 2.5l/100km

which corresponds to this vehicle's standardized test.

As we said earlier, we see on this diagram

that hybrid engines represent a continuum of solutions,

that bridge the gap between the conventional vehicle

on one side, and the all-electric vehicle

on the other side, with an increasing number of features,

from the simplest vehicle with a stop-start system,

to the most complex vehicle, closest to the electric vehicle,

the range extender vehicle, such as the BMW i3.

Here we have the sales of electric and rechargeable hybrid vehicles

in several countries over the last 6 years.

We can see several things, first the increasing share of China

among these countries, and we see that China has taken the lead

for vehicle sales, with an extremely high growth rate

and sales now greater than those of the United States.

Second interesting point, on the right axis of the chart,

we see that for most countries, market penetration is around 1%,

or slightly over 1%, except for two countries,

Netherlands and Norway, two countries that do not have local manufacturers,

and that have huge vehicle import taxes,

and through these taxes, the governments manage

to promote the purchase of these vehicles

by significantly correcting the price differences.

As you can see, this leads to significant differences

in the penetration rate of these vehicles in these countries,

which are artificially due to a change

of the huge import taxes on these vehicles.

Let us now look at future perspectives.

Here we have sale volumes for several engine types until 2050,

and we see that conventional vehicles tend to gradually disappear.

In the lead we have hybrid vehicles, then gradually plug-in hybrids,

and finally all-electric vehicles, and as a complement

hydrogen fuel cell vehicles.

As a conclusion on these electric vehicles,

note that we see a great number of technological solutions,

and as we said there is a continuum of solutions

that will enable us to switch gradually from conventional vehicles

to all-electric vehicles, then one day to fuel cell vehicles.

There will be a range of solutions available on the market,

and buyers will have to choose their solution,

mostly based on how they will use their vehicle.

One last thing to note, for all vehicles

that will use energy networks based on electricity and hydrogen,

their development in the market will need to go hand in hand

with the development of the electricity infrastructure

and of the hydrogen distribution infrastructure

required by these vehicles.

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