Chabot, Armelle

de Freitas Alves, Talita

Gabet, Thomas

Hornych, Pierre

Kane, Malal

English

Archive Ouverte en Sciences de l'Information et de la Communication

HAL Id: hal-02388176
https://hal.archives-ouvertes.fr/hal-02388176
Submitted on 2 Dec 2019
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eRoads Group (from a pavement point of view)
Armelle Chabot, Talita de Freitas Alves, Thomas Gabet, Malal Kane, Pierre
Hornych
To cite this version:
Armelle Chabot, Talita de Freitas Alves, Thomas Gabet, Malal Kane, Pierre Hornych. eRoads Group
(from a pavement point of view). 2nd seminar of Ifsttar PF - ITE, Nov 2019, Marne la Vallée, France.
2019. ￿hal-02388176￿
eRoads Group
(from a pavement point of view)
Poster Authors: 
Chabot A., de Freitas Alves T., Gabet T., Kane M., Hornych P.
Induction
A first solution, for inductive charging, is the development of
prefabricated concrete slabs, incorporating inductive charging loops.
This solution was evaluated on the IFSTTAR APT (Pérez et al., 2016)
(Fig. 1).
Fig 1. Full scale testing of prefabricated slabs for inductive charging
Dynamic charging of electric vehicles by induction can be achieved
through a prefabricated Charging Unit (CU) placed underneath the top
asphalt layer (AC) of existing flexible pavements. However, such a
box inclusion generates a material discontinuity in the pavement layer
and points of singularities, inducing failure in the materials under
heavy moving loads (Fig. 2). The shape of the box can be optimized
to avoid top corner singularities (Chen et al., 2019). But in any cases,
the problems to be solved include finding pavement structural
solutions to avoid a possible debonding phenomenon between the CU
inclusion and other pavement materials (Chabot & Deep, 2019).
(a) (b)
Fig 2. 2D mechanical study of an eRoad with a CU inclusion covered by a top AC layer
a) Box Shape proposed by Chen PHD thesis2016 (Chen et al., 2019)
b) Materials and Pavement Solution to limit debonding (Chabot and Deep, 2019)
References
Chabot A., Deep P. , 2019. 2D Multilayer Solution for an Electrified Road with a built-in Charging Box. Road Material and Pavement Design 20(Sup2): S590-S603.
Chen F. , Balieu R. , Córdoba E. , Kringos N., 2019. Towards an understanding of the structural performance of future electrified roads: a finite element simulation 
study. International Journal of Pavement Engineering 20(2): 204-215. 
Fan F. R., Tian Z. Q. , Wang Z. L., 2012. Flexible triboelectric generator. Nano Energy. 1(2): 328–334.
de Freitas Alves T., Gabet T., Simonin J.-M., Hammoum F., (submitted) 2020. Modelling the thermo-viscoelastic behaviour of asphalt concretes to be used 
on Electric Road Systems. ISBM2020, Lyon, France.
Hornych P., Gabet T., Nguyen ML., Duprat P., Anfosso lédée F., (submitted) 2020. Evaluation of a solution for electric supply of vehicles by the road, at laboratory 
and full scale. 6th Int. Conf. on Accelerated Pavement Testing (APT2020), Nantes, France.
Kane M., Basset P., 2019. Exploring triboelectric power generation possibilities from the mechanical energy of tire-road contact. Ifsttar/Esiee PHD proposal.
Pérez S., Nguyen ML., Hornych P. , Curran E., 2016. Implementing recharging inductive technology on heavy duty pavement bringing unlimited autonomy to electrical vehicles. 
8th RILEM Int. conf. on Mechanisms of Cracking and Debonding in Pavements (MCD2016), W3: "Roads of the future”, Nantes, France.
Context : in order to attain the reduction of CO2 emissions under the objectives of European Energy Agency (EEA 
2016), a promising solution is the development of electrified Roads (eRoads)à Challenge for 2030!
Triboelectricity
Triboelectricity could be one of the possible options converting the
mechanical energy from the contact of the tires of vehicles with the
roadway (Fan et al., 2012) (Kane & Basset, 2019) (Fig. 4). The idea
is to develop a system generating sufficient energy from the tire-road
contact zone after each passage of vehicle to allow sending, by low-
power wireless communication, a sensor information, for example
for the triggering a safety signal in a risky zone, or information on the
type and / or weight of a vehicle, the humidity of the roadway, etc.
Fig 4. The conceptual view (Picture taken from the FRONT F EU open project proposal)
Electricity generation from 
friction between tires and 
roads.
TEG Harvester
Energy Storage and 
management subsystem
http://www.siemens.com/
presspict / SIEMENS
Catenary
eRoadArlanda
ConductionInduction Solar & ≄ sensors ….
INCIT-EV project (2020-2023)
Large European project 
(33 partners) which aims 
to demonstrate different 
innovative charging 
infrastructures, technologies, and to evaluate 
associated business models
and user perception
M4-5n Interface 
normal stresses
Charging Unit
(CU) slab
eRoad
Conduction
Pick-up unit with the segmented electrified rails embedded
longitudinally on the road infrastructure. First ERS prototype
sections tested on site and in laboratory showed different types of
damage: rutting and interface debonding due to traffic as well as
thermal cracking due to daily temperature variations (Hornych et al.,
2020). The inclusion of other materials inside an AC can generate
differential stresses and strains fields which can cause premature
failure. A thermal cycling test was developed at Ifsttar in order to
simulate the behaviour of the ERS conductive solution under daily
thermal solicitations (de Freitas Alves et al., 2020) (Fig. 3).
Stresses on the AC 
at -20°C
Fig 3. Thermal cyclic tests and numerical simulations
Analysis of the thermic and mechanical behaviour of asphalt concretes (AC) including rigid components 
(de Freitas Alves PhD thesis 2019-2022 – Ifsttar Supervisors: Hammoum F., Gabet T. & Simonin JM.)
The ground module is the key of the in-road
live rail ERS conductive solution. It is an
original system that contains rails protected by
an elastomeric material embedded on the
pavement’s surface. The power transfer
between the electric power source and the
vehicles is ensured by the direct contact of a
Electric vehicle
pick up unit
ERS support Conductive rails
Direction of rotation
Pre-cracking
Concrete pavement
Slab A
Slab E
Slab D Slab C
Slab B
Bituminous
pavement
Other
compone
nts
R 19 m
Slab FAdaptable width 
(In situ concrete)
Ready for optimal position 
relative to the kerb


eRoads Group (from a pavement point of view)

https://hal.archives-ouvertes.fr/hal-02388176/file/Poster_ITE-Nov2019.pdf

eRoads Group (from a pavement point of view)

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