{"id":5211,"date":"2021-11-15T11:44:41","date_gmt":"2021-11-15T10:44:41","guid":{"rendered":"https:\/\/hydrogencouncil.com\/?p=5211"},"modified":"2024-02-29T12:27:12","modified_gmt":"2024-02-29T11:27:12","slug":"net-zero-isnt-a-zero-sum-game-in-transport-both-battery-and-fuel-cell-electric-vehicles-are-needed","status":"publish","type":"post","link":"https:\/\/hydrogencouncil.com\/fr\/net-zero-isnt-a-zero-sum-game-in-transport-both-battery-and-fuel-cell-electric-vehicles-are-needed\/","title":{"rendered":"Le net z\u00e9ro n'est pas un jeu \u00e0 somme nulle dans les transports - des v\u00e9hicules \u00e9lectriques \u00e0 batterie et \u00e0 pile \u00e0 combustible sont n\u00e9cessaires"},"content":{"rendered":"
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Cet article a \u00e9t\u00e9 publi\u00e9 pour la premi\u00e8re fois dans\u00a0Vue H2<\/a>.<\/strong><\/p>\n\n\n\n

Cela continue d'\u00eatre vrai alors que nous nous tournons vers un avenir de mobilit\u00e9 propre.<\/p>\n\n\n\n

\"\"<\/figure>\n\n\n\n

Nous sommes convaincus qu'atteindre le z\u00e9ro net dans le transport mondial n'est pas un jeu \u00e0 somme nulle et \u00e0 solution unique. Au lieu de cela, nous avons besoin d'une combinaison de technologies avec des forces diff\u00e9rentes - \u00e0 savoir les v\u00e9hicules \u00e9lectriques \u00e0 batterie (BEV) et les v\u00e9hicules \u00e9lectriques \u00e0 pile \u00e0 combustible (FCEV) - pour cr\u00e9er un syst\u00e8me plus vert, et le faire plus rapidement et \u00e0 moindre co\u00fbt que de poursuivre une seule de ces options. en isolement.<\/p>\n\n\n\n

Il y a trois raisons principales \u00e0 cette approche du \u00ab\u00a0monde combin\u00e9\u00a0\u00bb\u00a0:<\/p>\n\n\n\n

Premi\u00e8rement, l'efficacit\u00e9\u00a0: une perspective du r\u00e9servoir \u00e0 la roue, parfois utilis\u00e9e pour comparer les BEV aux FCEV, est trop \u00e9troite pour vraiment englober le d\u00e9fi mondial auquel nous sommes confront\u00e9s. Si nous voulons r\u00e9aliser une transition \u00e9nerg\u00e9tique globale, nous devons tenir compte de la source d'\u00e9nergie, qu'elle soit solaire ou \u00e9olienne. Les BEV peuvent \u00eatre facilement recharg\u00e9s avec les ressources solaires et \u00e9oliennes locales, mais toutes les r\u00e9gions ne b\u00e9n\u00e9ficient pas de l'autosuffisance en \u00e9lectricit\u00e9 renouvelable. C'est l\u00e0 que l'hydrog\u00e8ne peut jouer un r\u00f4le positif. Parce que l'hydrog\u00e8ne peut \u00eatre transport\u00e9 \u00e0 travers les r\u00e9gions, il peut \u00eatre produit dans des endroits id\u00e9aux avec une production solaire et \u00e9olienne \u00e9lev\u00e9e, puis export\u00e9 l\u00e0 o\u00f9 cela est n\u00e9cessaire. Une perspective soleil-roue ou vent-roue change compl\u00e8tement le d\u00e9bat sur l'efficacit\u00e9. Il en va de m\u00eame lorsque l'ensemble du cycle de vie d'un v\u00e9hicule est pris en compte plut\u00f4t que purement l'efficacit\u00e9 du r\u00e9servoir \u00e0 la roue : les BEV et les FCEV sont presque compatibles.<\/p>\n\n\n\n

Deuxi\u00e8mement, les infrastructures\u00a0: le d\u00e9veloppement des BEV et des FCEV avec leurs r\u00e9seaux d'infrastructure respectifs cr\u00e9era un \u00e9cosyst\u00e8me de transport symbiotique, qui permettra une transition plus rapide et - peut-\u00eatre surprenante - plus rentable. \u00c0 mesure que de plus en plus de BEV seront d\u00e9ploy\u00e9s, la demande sur le r\u00e9seau \u00e9lectrique n\u00e9cessitera des mises \u00e0 niveau co\u00fbteuses et une expansion dans des r\u00e9gions plus \u00e9loign\u00e9es. Ces co\u00fbts peuvent \u00eatre r\u00e9duits en diminuant la demande sur le r\u00e9seau gr\u00e2ce \u00e0 la construction parall\u00e8le d'un r\u00e9seau de ravitaillement en hydrog\u00e8ne.<\/p>\n\n\n\n

Par exemple, l'ampleur des investissements dans les infrastructures pour la recharge rapide est \u00e9vidente pour le ravitaillement des autoroutes. La consommation \u00e9nerg\u00e9tique massive des poids lourds devra \u00eatre recharg\u00e9e pendant les temps de repos des conducteurs pour \u00eatre commercialement r\u00e9alisable. Concr\u00e8tement, cela signifie que la consommation \u00e9lectrique de chaque borne de recharge d'autoroute devrait \u00eatre \u00e9gale \u00e0 celle d'une ville d'environ 25 000 habitants, qui doit \u00eatre fournie dans des zones recul\u00e9es avec suffisamment de c\u00e2blage et de sous-stations. C'est exactement l\u00e0 que l'hydrog\u00e8ne peut aider.<\/p>\n\n\n\n

Enfin et surtout, les consommateurs : le contexte et le lieu d'utilisation du v\u00e9hicule est l'une des consid\u00e9rations cl\u00e9s dans la transition vers la mobilit\u00e9 \u00e9lectrique. Un navetteur de banlieue dans une maison unifamiliale avec parking et acc\u00e8s \u00e0 la recharge sera bien desservi par un BEV. Cependant, un voyageur d'affaires s'appuyant sur un v\u00e9hicule tr\u00e8s flexible avec de longs trajets changeants et aucun acc\u00e8s de recharge fiable pr\u00e9f\u00e9rerait le FCEV pour une productivit\u00e9 plus \u00e9lev\u00e9e. Dans l'ensemble, mieux nous r\u00e9pondons \u00e0 ces divers besoins, plus vite nous pouvons aider les consommateurs \u00e0 passer aux solutions \u00e9lectriques. Et chaque BEV ou FCEV suppl\u00e9mentaire sur la route est un pas dans la bonne direction, nous rapprochant de notre vision commune de la mobilit\u00e9 propre.<\/p>\n\n\n\n

Nous ne savons peut-\u00eatre pas exactement \u00e0 quoi ressemblera le monde d'ici 2050, mais nous savons qu'il s'agit d'une transition d'une ampleur et d'un risque sans pr\u00e9c\u00e9dent, et nous en sommes \u00e0 ses d\u00e9buts avec de nombreux probl\u00e8mes \u00e0 r\u00e9soudre tout au long de la cha\u00eene de valeur du transport. L'offre de plusieurs technologies adapt\u00e9es aux cas d'utilisation individuels augmente l'acceptation par les utilisateurs de ce d\u00e9fi soci\u00e9tal et commercial important et acc\u00e9l\u00e8re donc la vitesse de transition. La crise climatique n\u00e9cessite une collaboration entre les r\u00e9gions, les parties prenantes et toutes les solutions technologiques disponibles. Il n'y a pas de temps \u00e0 perdre et la seule fa\u00e7on de gagner est de travailler ensemble.<\/p>\n\n\n\n

Stefan Herbst, directeur g\u00e9n\u00e9ral, Toyota Motor Europe<\/em><\/p>\n\n\n\n

Peter Mackey, vice-pr\u00e9sident, strat\u00e9gie et soutien aux politiques, hydrog\u00e8ne \u00e9nergie, Air Liquide<\/em><\/p>\n\n\n\n

Dr Juergen Guldner, responsable de la technologie des piles \u00e0 combustible \u00e0 hydrog\u00e8ne, BMW Group<\/em><\/p>\n\t\t\t\t\t\t\t\t<\/div>\n\t\t\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/div>\n\t\t\t\t\t<\/div>\n\t\t<\/section>\n\t\t\t\t<\/div>","protected":false},"excerpt":{"rendered":"

La circulation des personnes et des biens dans la soci\u00e9t\u00e9 a toujours d\u00e9pendu de plus d'une technologie. Diff\u00e9rents individus, entreprises, zones g\u00e9ographiques et segments du syst\u00e8me de transport ont des besoins diff\u00e9rents et aucune solution unique ne peut r\u00e9pondre \u00e0 tous seuls.<\/p>","protected":false},"author":1,"featured_media":5213,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[81,87,82,79,83,84,78,107,74,85,86,77,80,111,96,102],"tags":[145],"class_list":["post-5211","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-africa","category-article","category-asia-pacific","category-category","category-central-south-america","category-europe","category-format","category-fuel-cells","category-hydrogen-in-action","category-middle-east","category-north-america","category-region","category-subject-matter","category-technology","category-thought-leadership","category-transport","tag-thought-leadership"],"acf":[],"yoast_head":"\nNet zero isn\u2019t a zero-sum game in transport \u2013 both battery and fuel cell electric vehicles are needed | Hydrogen Council<\/title>\n<meta name=\"description\" content=\"The movement of people and goods throughout society has always depended on more than one technology. 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