More on method - The Technical and Economic Processes Leading to an Equilibrium Between Supply and Demand on Electric Grids
Electric Vehicles and Mobility
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.
Chapter 4 – Electric Mobility and Infrastructures: Technical and Economic Dimensions
<p>Although electric vehicles run on the same roads as thermal vehicles, they require some specific infrastructures. We will discuss here the technical and economic dimensions of these infrastructures in France, in Europe and worldwide. This analysis will lead us to take an interest in the various business models of the electric vehicle.</p><p>The course will be completed by a video <em>More on method</em> explaining the balance of supply and demand on electricity networks.</p><p>This chapter also includes two <em>Do you know that?</em>, one on the charging stations, the other on electricity storage, as well as interviews of experts from Groupe Renault to complete our knowledge of infrastructure.</p><p>As with all chapters, you will have the opportunity in the next session to test your understanding of the material through a quiz. This evaluation concerns only the videos <em>Lecture</em> and is required to obtain the certificate.</p>
Issues and Present Situation of Charging Infrastructures in France9:16
Global State of Play of Charging Infrastructures for Electric Vehicles8:52
Charging Infrastructure Policies in Europe11:22
Public Policies related to EV Charging Infrastructure
: Global Perspective9:26
More on method - The Technical and Economic Processes Leading to an Equilibrium Between Supply and Demand on Electric Grids4:27
Do You Know That? Storing Electric Power3:07
Do You Know That? (Re)Charging Stations4:33
Émeric FORTIN
Head of the Master in Transport and Sustainable Development
Virginie BOUTUEIL
Choisissez une langueAnglaisFrançais
Electric Vehicles and Mobility More on method The Technical and Economic Processes Leading to an Equilibrium Between Supply and Demand on Electric Grids The European electric grid is synchronous around 50 Hz and stretches from Spain to Tunisia. So the equilibrium is guaranteed at the European scale and beyond. The equilibrium is nationwide first, but the capacities at the borders determine the possibilities of extraterritorial adjustments. Whoever manages the high-voltage electricity transmission grid is responsible for the balance between production and consumption and creates models to forecast demand one year ahead, then 7 days ahead, and then 24 hours ahead. All available parameters can be taken into account, is it a working day, the temperature, the cloud cover, specific events such as football matches, which lead to a demand peak during commercial breaks. The production orders are thus given on the day before to the power plants so they can follow the forecast demand curve. Power plants are set in motion based on their price for a kilowatt-hour. This is the merit order. The price of kilowatt-hour for every half hour is that of the last plant called upon and all will be paid at this price. Then, we reach an instantaneous equilibrium thanks to some of the existing leeway. Demand erasing, for instance. One actor, such as an industry, agrees to no longer be supplied by the grid and switches to an internal energy production source. Hydroelectric production is the only one capable of producing almost instantaneously. The kinetic energy stored in the plant's rotor alternator makes up a stock of low energy which allows the electric systems to absorb the disequilibrium between the mechanical power injected and the electric power extracted by the loads. The transmission grid manager may also call upon primary reserves to ensure the equilibrium and avoid any variations in frequencies. The apparition of solar and wind-powered intermittent generators compels operators to further anticipate when to start additional generators to recreate or increase reserves. It is not easy for the manager, especially since renewable sources usually take priority when they produce electricity. When they are deployed, there is more need for storage. Electric vehicles and their batteries may be an answer to this issue. Installing a fast-charging network also makes it harder to reach an equilibrium as it may strongly call upon the grid. These actors thus favor slow charging, which may even out electricity production by increasing it at night when demand is low, as with hot water tanks. In the future, the deployment of smart electric grids will allow us to act more directly on consumption. New incentive mechanisms will allow for more flexibility for the user as we will be able to start or shed the load at the most suitable time for the grid. This regulation will be associated with local storage in which electric vehicle fleets will play a central part. The vehicle-to-grid process, VTG, is well-suited for the frequency market as technically, batteries associated with power electronics allow for immediate reaction and supply capacity rather than energy. There are obstacles to the implementation. In terms of legislation and regulations, there are not yet any laws regarding decentralized storage. Then, the systems costs are still high, which limits the economic model. And today, these services are not yet paid for. So it is hard for an outside operator to take part in the system services. Eventually, we will be able to supply new services to the users. An aggregator must be able to collect date reasonably and communicate with the vehicles and the market manager.