Disponibilité annoncée pour la Volkswagen e-Up !

[cocolinot]

Dans un numéro de la Maison écologique il y a eu il y a peu un reportage sur des maisons non connectées au réseau, en stockant sur des batteries plomb. Mais après moins de 10 ces dernières ont perdu trop de capacité et le raccordement a été nécessaire pour faire l'appoint.
Les voitures électriques modernes sont désormais une piste pour faire d'une pierre deux coups (un pack de batteries pour la maison et la tuture).

En tout cas moi ça me branche!

[triphase]

Moi ça me brancherait que si ça rapporte qqchose (différentiel de tarif entre énergie entrante et sortante) ET si la batterie est "inusable", autrement dit en location sans limitations de kWh échangés avec le réseau, avec garantie de capacité. C'est faisable avec une Zoé?

[Topolino]

26900 € pour la e-Up! en Allemagne.
Source : www.moteurnature.com
19900 € avec un bonus de 7000 €. A ce tarif je préfère une C-ZERO à 16900 € ou une Renault ZOE avec location de batterie.
Déçue

[Remdo]

Volkswagen et Lichtblick développent des véhicules électriques pouvant être utilisés comme générateurs

Le magazine allemand SPIEGEL (29/5/13) signale que Volkswagen et le fournisseur d’électricité Lichtblick développent des véhicules électriques pouvant être utilisés comme générateurs. En effet, les automobilistes ne se servent de leur véhicule qu’une heure par jour environ. Durant les 23 heures restantes, les batteries de ces véhicules pourront être rechargées durant les heures creuses.

Le projet développé par VW et Lichtblick consiste à faire des batteries des générateurs, qui une fois chargés, pourront réinjecter du courant dans le réseau lors des heures où l’électricité est la plus chère ou lorsque le réseau fait face à des difficultés d’approvisionnement.

20 ménages vont tester des Volkswagen e-Up! dotées de ces batteries/générateurs. Volkswagen estime que cette technologie pourrait permettre d’accroître la demande de véhicules électriques.

Source : CCFA

Personne n'avait relevé.
C'est un non-sens ces quelques lignes ... Comment un dispositif de stockage peut-il se transformer en générateur... Dire que "les batteries serviront de dispositif de stockage tampon lors de creux de consommation et restitueront une partie de cette énergie lors de pics de consommation" aurait été plus juste. Bref on en revient toujours à la "smart grid".

[Topolino]

Comment un dispositif de stockage peut-il se transformer en générateur...

C'est un générateur électrochimique. Donc un générateur au sens large.

[overdose]

aa moins de stocker le surplus des panneaux du toit ?

[triphase]

Pourquoi pas faire du smart grid avec des véhicules hybrides? Ainsi le véhicule pourrait alimenter plus longtemps le réseau en faisant tourner le moteur essence (ou diesel chez PSA)...

Pas une bonne idée? Ah bon. Alors je

[Topolino]

Un document sur la e-up! de Volkswagen, juste avant le salon de Francfort.

[Topolino]

Le communiqué de presse :

The e-up! – initial Facts

Public premiere at the IAA:

New e-up! is the most frugal of all battery electric cars

11.7kWh of energy for €3 to drive 100km sets new standard of efficiency

Navigation and information system with e-specific software as standard

Wolfsburg/Frankfurt, September 2013. From the middle of October, Volkswagen will be supercharging its model range with the brand's first electric vehicle: the new e-up!. Creating a double impact on the e-mobility stage, the four-door city specialist will be followed just a few months later, in spring 2014 (launch in Germany), by a further zero-emission Volkswagen: the e-Golf. Both electric cars will make their debut at the International Motor Show (IAA) in Frankfurt (10th to 22nd September), heralding the era of full-production e-mobility for Volkswagen. Henceforth Volkswagen will thus be offering in its vehicles every form of drive system relevant in the world today.


Great efficiency

Low 'fuel costs'. The launch of the e-up! marks the introduction of a next generation electric vehicle that thanks to an armada of innovative detailed solutions uses energy extremely economically. The e-up! consumes, for instance, just 11.7 kWh/100 km. At an average electricity price of 25.8 cents (Germany, July 2013), driving 100 kilometres costs just €3.02.


Aerodynamics and rolling resistance

Perfection in the detail. The pioneering efficiency of the e-up! is attributable to the very good cD (cx ndla) value for a car of this size of 0.308 (4 per cent lower than the take up!), optimised rolling resistance (7 per cent lower), the generally energy-saving drive system components, the highly effective regenerative braking system, innovative equipment modules and a newly developed, particularly efficient air-conditioning system.


Drive system technology

Made in Germany. A compact electric motor (60 kW / 82 PS and 210 Nm starting torque), the lithium-ion battery integrated into the floor and the power electronics form the hub of the new high-tech car's drive system. The electric motor's power is transferred to the front wheels via a single-speed gearbox. Volkswagen itself developed all of the components, including the battery. With a top speed of 130 km/h, the average range of the e-up!, dependent on route profile, driving style and payload, is between 120 and 160 km; at very low outdoor temperatures the range may be less. These range distances work especially well in urban areas and for the majority of commuters. In Germany, for example, studies by the Federal Ministry for Transport, Building and Urban Development found that around 80 per cent of all car drivers in Germany – from job commuters to drivers who make frequent journeys – drive fewer than 50 km daily.

0–60 km/h in 4.9 seconds. After 4.9 seconds the e-up! is going at a speed of 60 km/h; within 12.4 seconds it's 100 km/h. In 10.5 seconds it accelerates from 80 to 120 km/h. Top speed is 130 km/h. By way of comparison: the most powerful conventional e-up! (with 55 kW / 75 PS) accelerates from 0 to 100 km/h in 13.2 seconds and from 80 to 120 km/h in fourth gear in 15.5 seconds. The comparison shows that the e-up! blows away prejudiced views about the performance of electric cars.


Lithium-ion battery

204 cells in 17 modules. The lithium-ion battery fitted in the e-up! into the vehicle floor weighs 230 kg and is made up of 17 modules, each with 12 cells. These 204 cells add up to a rated voltage of 374 V and rated power of 18.7 kWh. At peak level the cells provide an effective power output of 75 kW and over a continual period 35 kW. The cell modules of the battery, measuring 1,726 mm long, 1,132 mm wide and 303 mm at its highest point, have been integrated, as already indicated, in space-saving fashion within the floor of the e-up!. Compared to other lithium-ion cells (e.g. from the field of consumer electronics), the battery system's cells are particularly resistant to heat and cold, meaning that no separate battery cooling or heating is required. Like the electric motor and the gearbox, the battery system, battery electronics and the relevant control software were also developed in-house at Volkswagen.


Power electronics

Energy flow interface. Another central element of the drive system is what is known as the power electronics. This complex module weighs 10.5 kg in the e-up! and, acting as the link, controls the flow of high-voltage power between the e-motor and the lithium-ion battery (depending on battery voltage between 296 and up to 418 V). In doing so the power electronics convert the direct current (DC) stored in the battery into alternating current (AC) and use this to drive the motor. Via a DC/DC converter it also supplies the vehicle's circuitry with voltage of 12 V.

Phase and traction cables. The power electronics module is connected to the e-motor via the sort of yellow-and-orange 3-phase cable typical for electric vehicles. The connection to the lithium-ion battery is established via two traction cables.

Direct current becomes alternating current. In respect of the all-controlling power electronics a distinction has to be made between two fundamentally different modes in which the e-motor operates: motor mode (propulsion) and generator mode (regenerative braking). In motor mode the power electronics use high-power transistors to convert the direct current (DC) stored in the battery into 3-phase alternating current (AC). In generator mode, meanwhile, the alternating current is rectified for charging the battery. In this scenario the power electronics resemble in terms of their task a valve that lets the electrical current flow only towards the battery to be charged. This maximum phase current of the power electronics is limited in the e-up! to 385 A.

High voltage becomes vehicle power circuit voltage. As mentioned above, the 2.5-kW DC/DC converter integrated into the power electronics is responsible for supplying the vehicle's 12-V power circuit and thus works like a transformer. The 12-V power circuit and the high-voltage circuit are completely separate from each other in the vehicle. Also included in the power electronics are the controller for running the management software and a CAN interface for communication with control devices. Last but not least, the power electronics module dampens the effects of any sudden loading of the drive system (for instance, at moments of sudden acceleration) by regulating the torque accordingly.


Electromechanical brake servo

A fusion of brake system and motor brake. Electric cars are essentially equipped with two brake systems independent of each other: on the one hand, as in conventional cars, a mechanical, hydraulically operated brake system is there to slow the car down. At the same time, however, the e-motor acts when recovering energy as a motor brake. These two types of braking now blend together in the e-up! thanks to the electromechanical brake servo.

The brake servo's task. Regardless of regeneration mode ('D1', 'D2', 'D3' or 'B'), when operating as a generator the electric motor generates a degree of braking torque on the wheels – dependent on its speed and the battery's temperature and charge level. The variable parameters – motor speed and battery state – lead to fluctuating levels of electric braking. These fluctuations need to be hydraulically compensated and the degree of deceleration matched in this way to the braking performance called for by the driver. The management of the brake system required for this is called brake blending and is achieved via the new electromechanical brake servo. Volkswagen has succeeded here in its primary aim of making maximum utilisation of the e-motor's potential to slow down the e-up! in order to increase its range.

Less wear on the brakes. As the majority of braking processes involve only minor or moderate deceleration and are therefore executed without any wear via the e- motor, the electric system helps to keep the 'normal' brakes in top condition longer.


Range

A question of style. The other specific functions of the e-up! used while driving the car are practically self-explanatory. You have to think of the car's tank as a battery filled with electrical energy that empties during the journey. The faster you drive or the more you accelerate, the greater the amount of energy consumed. However, as the driver you have considerable influence over this level of consumption and thus over the range. The e-up! is able to switch off temporarily unneeded consumers and in general to transform kinetic energy – produced when coasting or by braking – into electrical energy and to store it in the battery.

Two economy profiles: 'Eco' and 'Eco+'. The range of the e-up! can be varied via three different driving style profiles: the standard mode (automatically on), 'Eco' and 'Eco+'. Anyone nipping around travelling short distances, will stay in standard mode. For drivers wanting to extend the range, the first option is the 'Eco' mode. The effects of selecting this mode include paring back the e-vehicle's maximum power output to 50 kW and limiting its top speed to 115 km/h. In parallel with that the electronics reduce the output of the air-conditioning system and modify the response curve of the accelerator pedal. In 'Eco+' mode the electronics limit maximum power output to 40 kW, modify the performance response curve and disable the air conditioning; in this mode the car can reach a top speed of 90 km/h.

Regenerative braking in D1, D2, D3 and B. Over and above the driving style modes the range of the e-up! can be influenced via the regenerative braking function. There are no fewer than five levels available: 'D' (regeneration via electromechanical brake servo only when applying the brake), 'D1', D2', 'D3' and 'B'. In an electric car this number of levels leads to a different way of driving. By means of regenerative braking drivers can appreciably slow down the e-up! by lifting their foot off the accelerator. Used in an anticipatory way, regenerative braking thus replaces use of the brake pedal in many situations. At levels 'D2', 'D3' and 'B', the deceleration via regenerative braking is so strong that in this case the brake lights automatically come on. If the battery is fully charged, no regenerative braking occurs.


Charging concept and equipment

Plugs, wall box and charging stations. To recharge the e-up! you simply connect it to the mains. However, there are various ways that this can be done. The simplest option is to plug the mains charging cable supplied with the car into a conventional 230-volt socket. The battery is then charged from the mains at a power level of 2.3 kW. A completely flat battery is recharged in this way within nine hours. As an option Volkswagen offers a wall box for the garage that charges the battery at a power level of 3.6 kW. The (completely flat) battery would thus be fully recharged after six hours. There are also public charging stations that 'refuel' electric cars at a power level of 3.6 kW. As a new car the e-up! can also be prepared for the combined charging system (CCS) using a DC power supply. In this case it can alternatively be 'refuelled' via special CCS charging stations at power levels of up to 40 kW. The battery is then 80 per cent recharged after just 30 minutes.

e-features (exterior and interior)

Volkswagen has developed a range of features and design elements specifically for the e-up!. The electric car can thus be quickly identified as such. The array of bespoke features includes the LED daytime running light's new signature look, aerodynamically developed alloy wheels and an interior in a bright and friendly design. The standard e-up! equipment also includes applications for the maps + more infotainment/navigation system programmed specifically for e-mobility, a radio/CD system, hands-free phone function, four doors, heated windscreen, air conditioning and heated seats.


e-instruments

Ready to drive. The new e-up! is first and foremost a Volkswagen. And that means that like all other versions of this specialist city car the electrically powered version is also fully intuitive to drive, reliable and safe. Everything begins as it always begins. Get in, buckle up, foot on the brake, start the motor. In cars with internal combustion you now hear the engine, while the rev counter's needle also shows that things are happening. In the e-up! nothing like that occurs. Although the electric motor is indeed on, it produces neither noise nor vibrations. And as for the rev counter, there is none. The e-up! signals its readiness to its driver via routines specially designed for the purpose. When the car is started and ready to go, the speedometer needle pegs to the end stop once and then returns to the home position. The illumination of the indicators on the e-up! instrument panel is also switched on, regardless of whether the car's outside lights are on or not. At the same time the battery charge indicator rotates to the current level and the power indicator moves from 'Off' to '0'. Last but not least, the word 'Ready' appears in the panel's central display, backed up by an audible signal. The zero-emission journey can now begin!

Range display. The e-up! comes as standard with the portable maps + more navigation system, complete with Bluetooth hands-free facility. In the e-up! it provides numerous new functions, such as range display ('360° range'). In this mode a map of the surrounding region shows the radius of the area that can be reached with the current level of charge. Here too there are several different functions: 'One-way range' (route in one direction), 'Range including return' (route there and back) and 'Combined' (both range options).

Charging stations via POI. Whenever a destination is entered into the navigation system the driver is informed (via a newly devised range warning system) whether the distance is possible with the current level of battery charge; if not, appropriate stops can be scheduled via the charging stations shown in the points of interest (POIs). A single, one-way route thus becomes a multi-stop route. Drivers are also able to save their own and new charging stations on the system and integrate these into their route planning.

Cleverly managed. Among the other maps + more functions and displays specific to the e-up! are the power flow and regenerative braking display and an e-manager. Using the e-manager, drivers can pre-programme the charge start time and climate control pre-conditioning (switching on the parking heater in winter or parking air conditioning in summer for up to 30 minutes; if not plugged into a charger for up to 10 minutes). The advantage of having the car's interior warmed up or cooled down while the battery is being charged (apart from the added comfort) is that you do not affect the battery's charge level by any initial heating or cooling before starting up. As a result the battery's full range is available to you as you start your journey.

Volkswagen Car-Net e-Remote. Using the 'Car-Net e-Remote' app it is also possible to make the most of these settings and information requests (air conditioning, battery charging, vehicle data and vehicle status info) via a smartphone or the Car-Net website. In detail the app contains the following functions:

- Programming of the departure time – Functions that are scheduled according to the programmed departure time include the park heater/ventilation function; it is started at a specific time that depends on the outdoor temperature, so that the desired interior temperature is reached by the programmed departure time.
- Climate control – Starting and stopping the parking heater/ventilation function, plus display of the outside temperature and the target temperature for the car's interior.
- Charging the battery – Starting and stopping the charging process, charging connection display, charge status, charge progress, charge level, charge time and range.
- Accessing vehicle data – Information display relating to individual journeys (single trips or long term), such as kilometres driven, journey time, electric motor power consumption, power consumption of other consumers such as air conditioning and radio, use of regenerative braking.
- Requesting vehicle status – Doors and boot locked, lights (on/off), charging cable plugged in, battery charge level, range, position where the e-up! was last parked (GPS position on a map).

[Citro]

La batterie dispose d'une respectable capacité nominale de 18.6 kWh.

Elle est composée de 204 cellules de 3.66v 25Ah diposée en parallèle (2P102) réparties en 17 modules de 12 cellules.
Chaque module offre une tension nominale de 22V et 50Ah, soit 1.1kWh par module. (il sont sans doute des "briques" du "lego" que Volkswagen utilisera pour les packs des autres VE de la marque dont la Golf).

[overdose]

Pourquoi des mecs même intelligents puisqu'ils sont hauts fonctionnaires ou ministres, se sentent-ils obligés de faire des sourires condescendents (niais, quoi) lorsqu'ils observent une femme (fût-elle chancelière) en train de se battre avec une grosse prise qui ne veut pas sortir (ou entrer) Tous les mêmes

par ce qu'ils pensent que la femme ne sait pas manipuler la grosse prise car il lui a manque autre chose de long pour s'entrainer..

[Citro]

... par ce qu'ils pensent que la femme ne sait pas manipuler la grosse prise car il lui a manque autre chose de long pour s'entrainer..

Un manche à balais Un aspirateur
Ok, je

[el gui]

petit configurateur de l e-up http://www.volkswagen.fr/fr/configurateur.html

[Topolino]

Merci el gui !
J'aimerai bien avoir les sièges et le pare-brise chauffant sur la C-ZERO.
Par contre les vitres AR à ouverture à compas c'est pas top pour les gosses claustrophobes.

[drtoub3]

pas de PAC ? Décidément j'ai du mal a trouver un véhicule qui me fera remplacer ma iOn, il manque toujours quelque chose....Grrrr...