{"id":8013,"date":"2022-06-21T11:35:00","date_gmt":"2022-06-21T09:35:00","guid":{"rendered":"https:\/\/hydrogencouncil.com\/?p=8013"},"modified":"2024-02-29T13:43:57","modified_gmt":"2024-02-29T12:43:57","slug":"the-path-to-net-zero-deploying-both-battery-and-fuel-cell-electric-vehicle","status":"publish","type":"post","link":"https:\/\/hydrogencouncil.com\/fr\/the-path-to-net-zero-deploying-both-battery-and-fuel-cell-electric-vehicle\/","title":{"rendered":"La voie vers le net z\u00e9ro\u00a0: d\u00e9ployer \u00e0 la fois un v\u00e9hicule \u00e9lectrique \u00e0 batterie et \u00e0 pile \u00e0 combustible"},"content":{"rendered":"
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Cet article a \u00e9t\u00e9 publi\u00e9 pour la premi\u00e8re fois dans\u00a0R\u00e9seau d'actualit\u00e9s sur l'innovation<\/a><\/strong>. <\/p>\n\n\n\n

Stephan Herbst et Juergen Guldner, au nom du Hydrogen Council, discutent des avantages du d\u00e9ploiement de v\u00e9hicules \u00e9lectriques \u00e0 batterie et \u00e0 pile \u00e0 combustible.<\/em><\/h6>\n\n\n\n

Le secteur des transports est responsable d'environ 24% de CO mondial2<\/sub> \u00e9missions.1<\/sup> La d\u00e9carboner n\u00e9cessitera peut-\u00eatre la transition la plus importante de l'histoire de l'industrie. Malgr\u00e9 le d\u00e9fi, il est essentiel de s'y attaquer pour atteindre la neutralit\u00e9 carbone au niveau mondial.<\/p>\n\n\n\n

Deux technologies de mobilit\u00e9 \u00e9lectrique, aliment\u00e9es respectivement par des batteries et des piles \u00e0 combustible \u00e0 hydrog\u00e8ne, sont apparues comme des solutions commercialement viables dans diff\u00e9rents segments de march\u00e9 qui peuvent nous aider \u00e0 passer \u00e0 une mobilit\u00e9 propre. Cependant, ces solutions sont souvent concurrentes plut\u00f4t que compl\u00e9mentaires. Cette dichotomie r\u00e9ductrice doit \u00eatre remise en question par l'industrie, les gouvernements et le grand public si nous voulons atteindre nos objectifs climatiques communs.<\/p>\n\n\n\n

De nombreux leaders de l'industrie sont attach\u00e9s \u00e0 une vision de la d\u00e9carbonisation des transports gr\u00e2ce \u00e0 une approche \u00abmonde combin\u00e9\u00bb - une gamme de solutions comprenant \u00e0 la fois des v\u00e9hicules \u00e9lectriques \u00e0 pile \u00e0 combustible (FCEV) et des v\u00e9hicules \u00e9lectriques \u00e0 batterie (BEV). Ils mobilisent des investissements sans pr\u00e9c\u00e9dent pour mettre les deux solutions sur le march\u00e9, car ils pensent que travailler ensemble rendra nos transports plus \u00e9cologiques et le fera plus rapidement et \u00e0 moindre co\u00fbt qu'une seule technologie.<\/p>\n\n\n\n

Les avantages de d\u00e9ployer \u00e0 la fois des BEV et des FCEV<\/strong><\/h6>\n\n\n\n

Premi\u00e8rement, le d\u00e9ploiement des BEV et des FCEV en tandem maintient la flexibilit\u00e9 et le choix pour les consommateurs dans tous les secteurs du transport. Le choix optimal entre les BEV et les FCEV d\u00e9pend de l'emplacement et de l'utilisation finale. En ayant les deux \u00e0 disposition, nous pouvons r\u00e9pondre aux attentes des consommateurs et des propri\u00e9taires qui cherchent \u00e0 optimiser la valeur. Mieux nous r\u00e9pondrons aux besoins et aux attentes des clients, plus vite ils adopteront ces solutions propres.<\/p>\n\n\n\n

Deuxi\u00e8mement, d'un point de vue syst\u00e9mique, les BEV et les FCEV ont une efficacit\u00e9 remarquablement similaire lorsqu'ils commencent \u00e0 la source d'\u00e9nergie - qu'elle soit solaire ou \u00e9olienne. Cependant, les BEV ne sont pas une option viable pour toutes les r\u00e9gions et applications, et l'hydrog\u00e8ne peut combler cette lacune. L'hydrog\u00e8ne peut \u00eatre produit dans des r\u00e9gions o\u00f9 la production d'\u00e9nergies renouvelables est abondante et exp\u00e9di\u00e9 vers des zones qui luttent pour atteindre l'autosuffisance en \u00e9nergies renouvelables, \u00e9largissant ainsi la p\u00e9n\u00e9tration des \u00e9nergies renouvelables dans l'\u00e9conomie mondiale.<\/p>\n\n\n\n

Enfin, les synergies entre BEV et FCEV se poursuivent dans le d\u00e9veloppement de l'infrastructure de recharge ou de ravitaillement associ\u00e9e. Alors que la sagesse conventionnelle veut qu'une seule infrastructure soit moins ch\u00e8re que deux, les donn\u00e9es montrent que le d\u00e9veloppement de deux r\u00e9seaux d'infrastructure est plus rentable. En effet, le ravitaillement en hydrog\u00e8ne peut r\u00e9duire la charge de pointe et apporter de grandes quantit\u00e9s d'\u00e9nergie dans des zones relativement \u00e9loign\u00e9es qui ont des besoins de transport critiques, tout en minimisant les mises \u00e0 niveau ou l'extension autrement n\u00e9cessaires et extr\u00eamement co\u00fbteuses du r\u00e9seau \u00e9lectrique.<\/p>\n\n\n\n

Une collaboration est n\u00e9cessaire pour d\u00e9carboner les transports<\/strong><\/h6>\n\n\n\n

Nous sommes convaincus que les deux technologies sont n\u00e9cessaires. Nous savons que la transition vers des transports d\u00e9carbon\u00e9s ne fait que commencer. M\u00eame avec la forte croissance des ventes de BEV ces derni\u00e8res ann\u00e9es, 98% de v\u00e9hicules de tourisme et pratiquement 100% de v\u00e9hicules utilitaires routiers sont toujours propuls\u00e9s par des moteurs \u00e0 combustion. Les BEV et les FCEV contribuent au m\u00eame objectif : d\u00e9carboner la flotte mondiale. Chaque BEV et FCEV sur la route est un pas dans la bonne direction.<\/p>\n\n\n\n

Passer \u00e0 un transport \u00e0 z\u00e9ro \u00e9mission pr\u00e9sente de nombreux d\u00e9fis, mais cela peut \u00eatre accompli lorsque l'industrie et le gouvernement se concentrent sur l'objectif et travaillent ensemble. Nous n'avons pas seulement une mais deux options commercialement viables \u00e0 notre disposition qui peuvent acc\u00e9l\u00e9rer et r\u00e9duire les risques de la transition tout en r\u00e9duisant les co\u00fbts. La poursuite des FCEV et des BEV en parall\u00e8le favorise l'innovation et le progr\u00e8s. Dans la course pour sauver la plan\u00e8te du r\u00e9chauffement climatique, nous devons suivre les deux voies pour r\u00e9ussir.<\/p>\n\n\n\n

R\u00e9f\u00e9rences<\/strong><\/h6>\n\n\n\n
  1. AIE, Transport Am\u00e9liorer la durabilit\u00e9 du transport de voyageurs et de marchandises, https:\/\/www.iea.org\/topics\/transport<\/a><\/li><\/ol>\n\n\n\n

    St\u00e9phane Herbst<\/strong>
    Responsable technique de la Business Unit Powertrain Hydrog\u00e8ne et Pile \u00e0 Combustible<\/strong><\/p>\n\n\n\n

    J\u00fcrgen Guldner<\/strong>
    Directeur G\u00e9n\u00e9ral Technologies Hydrog\u00e8ne et Projets V\u00e9hicules<\/strong><\/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":"

    Le secteur des transports \u00e9met environ 24% de CO2 mondial. La d\u00e9carboner n\u00e9cessite un changement industriel monumental, crucial pour atteindre la neutralit\u00e9 carbone \u00e0 l\u2019\u00e9chelle mondiale.<\/p>","protected":false},"author":5,"featured_media":8014,"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-8013","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":"\nThe path to net zero: Deploying both battery and fuel cell electric vehicle | Hydrogen Council<\/title>\n<meta name=\"description\" content=\"The transportation sector emits about 24% of global CO2. 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