{"id":159,"date":"2011-05-19T10:26:50","date_gmt":"2011-05-19T10:26:50","guid":{"rendered":"http:\/\/blogs.thesocialmedia.com\/leblogenergie\/2011\/05\/19\/la-recharge-dun-vehicule-electrique-ne-necessitera-pas-de-reinventer-leau-chaude\/"},"modified":"2012-07-12T12:31:39","modified_gmt":"2012-07-12T12:31:39","slug":"la-recharge-dun-vehicule-electrique-ne-necessitera-pas-de-reinventer-leau-chaude","status":"publish","type":"post","link":"https:\/\/blogs.thesocialmedia.com\/leblogenergie\/2011\/05\/19\/la-recharge-dun-vehicule-electrique-ne-necessitera-pas-de-reinventer-leau-chaude\/","title":{"rendered":"La recharge d&rsquo;un v\u00e9hicule \u00e9lectrique ne n\u00e9cessitera pas de r\u00e9inventer l&rsquo;eau chaude"},"content":{"rendered":"<p>&#160;Il appara\u00eet opportun de rappeler quelques notions simples sur la charge des batteries des v\u00e9hicules \u00e9lectriques afin de clarifier certains ordres de grandeur.<\/p>\n<p>&#160; <a href=\"http:\/\/blogs.thesocialmedia.com\/leblogenergie\/files\/2012\/07\/6a00d83451b18369e2014e8886b13d970d-pi.jpg\"> <\/a><a href=\"http:\/\/clabedan.typepad.com\/.a\/6a00d83451b18369e2014e8886ba69970d-pi\"><img decoding=\"async\" alt=\"2011_nissan_LEAF_battery-pack-thumb-400x220\" class=\"asset  asset-image at-xid-6a00d83451b18369e2014e8886ba69970d\" src=\"http:\/\/blogs.thesocialmedia.com\/leblogenergie\/files\/2012\/07\/6a00d83451b18369e2014e8886ba69970d-450wi.jpg\" style=\"width: 450px\" \/><\/a> <br \/><span style=\"color: #bf00bf\"><strong>L&#039;\u00e9nergie embarqu\u00e9e dans la batterie:<\/strong><\/span><\/p>\n<p>Typiquement les premiers EV de large diffusion mis sur le march\u00e9 qui veulent afficher les psychologiquement n\u00e9cessaires 100 miles d&#039;autonomie, sont \u00e9quip\u00e9s de batteries de types Li-Ion qui pr\u00e9sentent des \u00e9nergies comprises entre 15 et 25 kWh. En effet la consommation d&#039;\u00e9lectricit\u00e9 d&#039;un v\u00e9hicule \u00e9quip\u00e9 de la r\u00e9cup\u00e9ration d&#039;\u00e9nergie au freinage, va aujourd&#039;hui consommer autour des 15 kWh aux cent kilom\u00e8tres en cycle urbain. Les r\u00e9ductions de consommation par r\u00e9duction de la masse et l&#039;optimisation de la traction (motorisation in-wheel ) conduiront \u00e0 terme \u00e0 des valeurs inf\u00e9rieures \u00e0 10 kWh aux cent km, comme l&#039;annonce <a href=\"http:\/\/www.leblogenergie.com\/2011\/03\/le-japonais-sim-drive-annonce-un-v%C3%A9hicule-%C3%A9lectrique-avec-300-km-dautonomie.html\" target=\"_self\">le prototype de Sim-Drive de l&#039;Universit\u00e9 de Keio<\/a>. Cette \u00e9nergie embarqu\u00e9e que nous allons choisir \u00e9gale \u00e0 20 kWh pour simplifier et ne facher aucun constructeur, sera constitu\u00e9e typiquement d&#039;un ensemble d&#039;accumulateurs connect\u00e9s en s\u00e9rie-parall\u00e8le du type 200V x 100 Ah (par exemple: 56 \u00e9l\u00e9ments, 3,6V, 100 Ah).<\/p>\n<p><span style=\"color: #bf00bf\"><strong>La consommation moyenne quotidienne d&#039;\u00e9nergie:<\/strong><\/span><\/p>\n<p>Pour un parcours moyen annuel de <span style=\"text-decoration: underline\">douze mille kilom\u00e8tres<\/span> la consommation annuelle d&#039;\u00e9nergie par le moteur sera de 120 centaines de km x 15 kWh\/100km = 1800 kWh\/an soit un peu moins de 5 kWh par jour.<\/p>\n<p>L&#039;\u00e9nergie annuelle appel\u00e9e au r\u00e9seau doit tenir compte du rendement de charge-d\u00e9charge de la batterie donn\u00e9e par le rapport entre tension nominale et tension de charge: 3,6V\/4,2V = 0,857 et le rendement du redresseur estim\u00e9 \u00e0 95%. Ces donn\u00e9es conduisent \u00e0 un rendement global charge-d\u00e9charge de la batterie de 81%. Pour r\u00e9aliser ces 12 mille kilom\u00e8tres annuels le v\u00e9hicule appellera donc au r\u00e9seau en moyenne <span style=\"color: #0000bf\"><strong>dans les 6 kWh par jour<\/strong><\/span>.<\/p>\n<p>Cette consommation moyenne est \u00e0 rapprocher de celle d&#039;un cumulus de 200 litres d&#039;eau dont on doit remonter la temp\u00e9rature de 30\u00b0C en fin de journ\u00e9e. Soit: 200 x 30 x 4.18\/3600= 7 kWh.<\/p>\n<p style=\"text-align: center\"><span style=\"color: #0000bf;font-size: 11pt\"><strong>Une voiture \u00e9lectrique consomme en moyenne l&#039;\u00e9nergie d&#039;un cumulus d&#039;eau chaude. <\/strong><\/span><\/p>\n<p style=\"text-align: left\"><span style=\"color: #bf00bf\"><strong>La charge de la batterie:<\/strong><\/span><\/p>\n<p style=\"text-align: left\">Un batterie Li-Ion se recharge <span style=\"text-decoration: underline\">aussi simplement qu&#039;une batterie au plomb<\/span> avec une limitation en tension (typiquement 4,2V par \u00e9l\u00e9ment, soit 235V&#160; pour notre exemple de 56 \u00e9l\u00e9ments connect\u00e9s en s\u00e9rie) et une limitation en courant au cinqui\u00e8me de la capacit\u00e9 (C\/5) pour assurer une recharge compl\u00e8te en six ou sept heures. Ceci repr\u00e9sente un courant continu de 20A dans notre exemple d&#039;une batterie de 100 Ah. La puissance continue appel\u00e9e en d\u00e9but de charge va donc \u00eatre de 235V x 20A = 4700W soit, compte tenu du rendement du redresseur, un <span style=\"color: #0000bf\"><strong>appel au r\u00e9seau de 5kW environ<\/strong><\/span>.<\/p>\n<p style=\"text-align: left\">Remarque: de nombreux projets font appel \u00e0 des modes de charge rapide qui devraient permettre de recharger une fraction de la batterie en quelques minutes. Il y a l\u00e0 une approche marketing du probl\u00e8me qui&#160; tiendra difficilement la route sur le long terme parce que les bornes de charge qui devront d\u00e9biter des puissances de 25 \u00e0 50 kW seront hors de prix par rapport au service rendu. Quand \u00e0 ceux qui veulent r\u00e9aliser des \u00e9changes standard de batteries charg\u00e9es, en dehors du c\u00f4t\u00e9 publicitaire \u00e9vident de cette pratique, le prix de revient global de l&#039;op\u00e9ration (investissement, besoin en fond de roulement, surveillance, etc.) sera sans commune mesure avec la faible valeur ajout\u00e9e du service. Mais ceci n&#039;emp\u00eachera pas certains \u00e9lus subitement \u00e9pris d&#039;\u00e9cologie, de r\u00e9aliser ces d\u00e9penses&#8230;au frais du contribuable. Le march\u00e9 du v\u00e9hicule \u00e9lectrique sera au d\u00e9marrage un march\u00e9 largement &quot;municipal&quot;, avec toutes les mauvaises pratiques rattach\u00e9es.<\/p>\n<p style=\"text-align: left\"><span style=\"color: #bf00bf\"><strong>Les contraintes horaires:<\/strong><\/span><\/p>\n<p style=\"text-align: left\">Contrairement \u00e0 un cumulus \u00e9lectrique toujours l\u00e0 et dont on peut programmer la chauffe \u00e0 distance sur une ou plusieurs plages horaires, la voiture ne sera pas toujours \u00e0 son poste de recharge le moment venu. Ce doit donc \u00eatre au v\u00e9hicule de signaler sa pr\u00e9sence au chargeur et \u00e0 d\u00e9clarer la quantit\u00e9 d&#039;\u00e9nergie dont il a besoin pour sa recharge. Ces informations, compte tenu des contraintes du r\u00e9seau, vont permettre de programmer l&#039;heure de d\u00e9marrage optimum de la charge et m\u00eame, pourquoi pas, de programmer la puissance maximum n\u00e9cessaire \u00e0 cette recharge.<\/p>\n<p style=\"text-align: left\">Le 19 Mai 2011<\/p>\n","protected":false},"excerpt":{"rendered":"<p>&#160;Il appara\u00eet opportun de rappeler quelques notions simples sur la charge des batteries des v\u00e9hicules \u00e9lectriques afin de clarifier certains ordres de grandeur. &#160; L&#039;\u00e9nergie embarqu\u00e9e dans la batterie: Typiquement les premiers EV de large diffusion mis sur le march\u00e9 qui veulent afficher les psychologiquement n\u00e9cessaires 100 miles d&#039;autonomie, sont \u00e9quip\u00e9s de batteries de types [&hellip;]<\/p>\n","protected":false},"author":341,"featured_media":22771,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[1],"tags":[],"class_list":["post-159","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-uncategorized"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v26.0 - 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