Journée jeunes chercheurs

Keywords: Autonomous Vehicles; Business Platforms; Urban Mobility; Scenario Planning. 
Highlights:
- B2C and P2P ridesharing; B2C and B2C + P2P multimodal mobility are the 4 scenarios for Urban Mobility with AVs;
- P2P ridesharing and MaaS schemes will likely be prevailing in Urban Mobility Business Models;
- B2C multimodal mobility provided by a single firm is the most unlikely scenario to be consolidated;
- AVs may act as catalysts on accelerating the transitions towards servitization of Urban Mobility;
- Business Platforms and Ecosystems approaches are theories well suited to sustain Urban Mobility scenarios for AVs
  

Face au double-enjeu du réchauffement climatique et de la dépendance énergétique, les membres de la communauté internationale déploient des stratégies dans lesquelles l’hydrogène joue un rôle variable. Celui-ci occupe une place particulièrement importante dans la vision japonaise. Dans le cadre du programme intitulé « la société hydrogène » le gouvernement compte déployer ce vecteur énergétique à grande échelle aux côtés de la pile à combustible, à la fois dans le logement, la production d’énergie, le transport et la mobilité. Toutefois, au regard de l’état actuel du marché japonais, il nous semble légitime de questionner la capacité de l’archipel à atteindre les objectifs qu’il s’est fixé. Plusieurs problématiques pourraient en effet entraver la feuille de route officielle, qui pourtant, envisage de faire de Tokyo une vitrine technologique pour les Jeux Olympiques de 2020. Ces difficultés nous interrogent quant à la façon de déployer une technologie avec un important potentiel disruptif. Paradoxalement, alors qu’un tel déploiement semble appeler une trajectoire révolutionnaire, son succès pourrait davantage reposer sur une politique de transition.

In the energy transition scenario, the need to decarbonize the power and mobility sectors are the two main goals established during international environmental summits. The rising sales of electric vehicles as well as the great increase in photovoltaic battery systems deployed around the world are clear consequences of policies established to push the deployment of these technologies to reach climate agreement targets. Distributed battery storage (electric vehicles batteries and stationaries ones) and photovoltaic (PV) systems are disruptive technologies not only because they can individually contribute to CO2 emissions reduction but also due to the positive synergy between them. Batteries can store electricity surplus produced by PVs during the day, avoiding curtailment, and restore it to the grid to shave peak load or when external grid constraints are identified. This article provides a techno-socio-economic review of the coupling between electric vehicles equipped with bidirectional chargers, stationary batteries and PVs. The aim is to provide a framework for academics, stakeholders and policymakers willing to acquire further knowledge of the under-explored PV–EV–battery relationships. Firstly, the viability of the coupling is deeply impacted by the techno-economic scenario and its future perspectives. Inappropriate regulation of the electricity sector and outdated strategies formulated by the automotive one could jeopardize all the potential benefits brought by adoption of new technologies. Secondly, the emerging social aspects are found to be decisive variables in whether people are aware of the existing possibilities and willing to change their behavior or invest in distributed energy systems.

The vision of autonomous driving is nearly hundred years old, but it was never realized on the road. Always announced as “only twenty years” away, the driverless car can be classified as a permanent future technology. Nevertheless, this vision has a very rich and long research history. Our presentation will present an ongoing study on pioneers and innovations in forty years of research on autonomous driving in the United States, Europe and Japan (1960-2000). This transnational perspective shows the transformation of different technological concepts of autonomous driving in the second half of the 20th century: The dominant paradigm or “Leitbild” of the first half of the 20th century was the idea to steer a car with guide-wires in the road. The vision of autonomous driving depended on the infrastructure. It was only with the development of microelectronics in the 1970s that it became possible to conceive de facto autonomous vehicles. The miniaturization of electronic components opened the possibility to integrate computer units into the car and new camera systems made it possible to think about an automobile that can “see”, a car with a visual guidance system.

This article explores the origins of a regulatory system to control automotive exhaust emission in Western Europe between the 1950s and the early 1970s. It specifically focuses on the development in France, West Germany, and Sweden within the Working Party for the Construction of Vehicles (WP 29), in relation to the United States. Although automotive air pollution in Europe has been considered as an issue of limited political interest until the latter half of the 1980s, this study reveals that the conception of the automotive air pollution problem was framed differently in Europe than in the United States, but seen as an integral part of European air pollution control in the late 1960s. The study further suggests that the integration of the European automobile market was a roadblock for proactive national approaches to automotive emissions control, as unilateral efforts risked negative effects international trade, and that national environmental goals to reduce automotive emissions needed to account for internationally negotiated strategies. 

L’électrification et l’automatisation des véhicules, ainsi que l’émergence de services de mobilité nous amène à nous poser la question du futur de l’industrie automobile. Alors que des acteurs privés comme publics prédisent la fin des véhicules particuliers, et l’arrivée de véhicules électriques et totalement autonomes dans le futur proche, les preuves tangibles de ce changement de paradigme sont minces. Les perspectives de marchés sont limitées, la régulation est à la traine, et les développements technologiques sont encore loin d’atteindre les niveaux requis pour un déploiement massif.

Cependant, une observation concrète semble appuyer la thèse d’un changement inédit de l’industrie : un grand nombre d’acteurs extérieurs semblent vouloir y occuper une place. Ces nouveaux entrants dans l’industrie automobile chercheraient à exploiter les nouvelles opportunités pour proposer des solutions alternatives à l’offre des constructeurs automobiles. Que ce soient des géants dans leur industrie d’origine, ou des startups cherchant à explorer de nouvelles niches, ces entrants ont le potentiel d’affecter l’évolution de l’industrie de façon durable, au-delà même de leurs chances de survie individuelles.

Ce travail de thèse se fixe donc les objectifs suivants: 1. Proposer une conceptualisation de l’évolution industrielle au travers du phénomène d’entrée et de sortie d’’entreprises. 2. Mettre en place une méthodologie d’évaluation des entrants en déterminant leurs ressources et leurs capabilités. 3. En se basant sur multiples sources de données (Brevets, financières, ressources humaines…) proposer une application au contexte actuel. 4. Mener des études de cas sur des entrants montrant un potentiel d’impact important.