Electric Vehicles and Mobility
Chapter 4 assessment
1.
Question 1
You want to install a public charging terminal in a residential area. Which speed do you choose? (Select the correct answer(s))
Yes. Normal charging (3kW) is usually paired with long-term parking, especially in residential and activity areas.
Yes. Accelerated charging (7-22kW) is used to charge the EV in around 1h, which gives a useful charging add-on while parking.
2.
Question 2
What are the problems currently faced by users on public charging networks?
Yes. The commercial interoperability is in development, but users still have to possess several cards to access networks from various operators. If the EU has enforced a standard for public charging plugins, all terminals are not yet complying with the standards.
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3.
Question 3
The need for public charging infrastructure for electric vehicles may vary from one area to another: (Select the correct answer(s))
Yes. Depending on the size, shape and distribution of activities in the city, the average vehicle distances may vary and consequently change the need for access to point load solutions.
Yes. Depending on the types of housing in less easy.
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4.
Question 4
Public charging infrastructure equipment for electric vehicles: (Select the correct answer(s))
Yes. It is an assumption widely shared around the worl
5.
Question 5
Who has the authority to set, operate and maintain a public charging network in France? (Select the correct answer(s))
Yes. The municipality was the only level which had the authority to set, operate and maintain a public charging infrastructure up to 2014. She could delegate this authority.
Yes. Since 2014, a charging operator can be considered as a national scale operator if its network is operating in at least two regions.
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6.
Question 6
To set a frame for the development of public charging infrastructure, which binding instruments does the EU use? (Select the correct answer(s))
Yes. Directives are a binding tool: the European States must comply to them in their national laws.
Yes. Plug standardization at the European level has set type 2 as the standard, in order to limit the types of plugs for cars and terminals.
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7.
Question 7
The charging infrastructure deployment objectives for electric vehicles: (Select the correct answer(s))
Yes. Load infrastructure deployment objectives are most often at the national level, but tend to develop at the local level: in particular, an increasing number of cities are adopting such objectives on their own scale. I
Yes. This is particularly the case for the European Union and China.
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8.
Question 8
The monetary incentives adopted in support of the deployment of charging infrastructure for electric vehicles: (Select the correct answer(s))
Yes. In Europe, for example, load infrastructure subsidy programs are being implemented at all levels of government, from the European level, to the most local levels, through often very active national levels.
Yes. Load infrastructure subsidy programs may involve either public infrastructure or private infrastructure; the same is true for direct investment programs in charging infrastructure.
Yes. The tax credit scheme is a variant of the initial subsidy to the charging infrastructure. It amounts in a way to postponing and, if necessary, staggering the amount of the subsidy over time.
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9.
Question 9
For a technical object given at a given production cost, the relevance of the business models developed around the electric vehicle is based in particular on: (Select the correct answer(s))
Yes. The value proposition is what the customer will perceive as utility; it can highlight some attributes more than others, in terms of ergonomics, design, comfort, availability, f
Yes. The revenue model sets the terms and conditions to charge the customer: all in one time or more spread, with or without a subscription, cheaper at the beginning to get the market, etc.
Yes. For example, a value proposition highlighting the environmental performance of the electric vehicle should include the public authorities in its network of
