寧德時(shí)代推出了一款單次充電可行駛里程超過(guò)1000公里（620英里）的電動(dòng)汽車電池
Chinese battery giant CATL unveiled an electric-car battery that has a range of over 1,000 kilometers (620 miles) on a single charge and is 13% more powerful than one planned by Tesla Inc., a major customer. Is it an important advancement?
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網(wǎng)友：又是一次宣布。如果我們看看過(guò)去發(fā)布的所有公告，我們現(xiàn)在應(yīng)該擁有一個(gè)續(xù)航里程至少為2500英里、可在5秒內(nèi)充電、在任何情況下都不會(huì)起火、續(xù)航100億英里、不含稀有或有毒物質(zhì)、完全可回收等的電池.....
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M.Sc. in Master of Science Degrees & Electromechanical Engineering, KU Leuven (Graduated 1984)，Lives in Belgium
Yet another announcement.
If we look at all the announcements that have been made in the past, we now should have a battery with a range of at least 2500 miles, is rechargeable in 5 seconds, never catch fire under no circumstances, lasts 10 billion miles, contains no rare or toxic materials, is fully recyclable etc etc.
The battery-technology does move fast, but let's wait what is production-ready, makes it to production and into cars. And then comment.
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又是一次宣布。
如果我們看看過(guò)去發(fā)布的所有公告，我們現(xiàn)在應(yīng)該擁有一個(gè)續(xù)航里程至少為2500英里、可在5秒內(nèi)充電、在任何情況下都不會(huì)起火、續(xù)航100億英里、不含稀有或有毒物質(zhì)、完全可回收等的電池。
雖然電池技術(shù)確實(shí)進(jìn)展很快，但讓我們等待生產(chǎn)就緒，能夠投入生產(chǎn)并置于汽車的東西，然后再發(fā)表評(píng)論。
原創(chuàng)翻譯：龍騰網(wǎng) http://top-shui.cn 轉(zhuǎn)載請(qǐng)注明出處
Daniel Fichana
EV owner for 8 years, Chem E who follows battery tech
Careful with announcements.
CATL is a legitimate battery producer, so maybe not dismiss them outright, like some startups.
BUT notice some lacking details.
Also 255 whr/kg is good, but not amazing.
As an example: I have a 2012 Model S, the energy density of those batteries is 80.5 kwh/ (7104 X 45 g)
Or 253 whr/kg when you do the math.. so CATL saying 255 whr/kg ain't a huge announcement.
Secondly. 620 miles on which testing protocol, if even using one? EPA 5 cycle.. that is great. NDEC (a joke of a test)- not so much, in that Tesla cars already go that distance, and there are some that go further. That 1000 km is a tell that it is NOT EPA.
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注意這只是公告。
寧德時(shí)代是一家合法的電池生產(chǎn)商，因此可能不能像對(duì)待一些初創(chuàng)公司那樣直接忽略它們。
但請(qǐng)注意一些缺少的細(xì)節(jié)。
雖然255 whr/kg也不錯(cuò)，但并不驚人。
舉個(gè)例子：我有一輛2012款的Model S，它的電池的能量密度為80.5 kwh/（7104 X 45 g）或253 whr/kg（當(dāng)你計(jì)算時(shí)），所以寧德時(shí)代說(shuō)的255 whr/kg并不是一個(gè)巨大的進(jìn)展。
其次是620英里的續(xù)航，如果使用的話采用的是哪種測(cè)試方案？EPA 5循環(huán)...那太好了。NDEC（一個(gè)測(cè)試界的笑話）-就沒(méi)那么好了，因?yàn)樘厮估囈呀?jīng)走了那么遠(yuǎn)，還有一些走得更遠(yuǎn)。那1000公里的續(xù)航表明它不是純電續(xù)航里程（EPA）。
Richard Petek
Studying the future of transportation，Lives in Maribor, Slovenia
CATL is a respectable Li-Ion battery manufacturer, therefore I won’t simply dismiss this claim.
Yes, it might be some incremental advancement, but these claims are very elusive and not precise enough.
A battery doesn’t have a range, only a car can has.
And a car can be driven very differently.
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寧德時(shí)代是一家值得尊敬的鋰離子電池制造商，因此我不會(huì)簡(jiǎn)單地否認(rèn)這一說(shuō)法。
是的，這可能是一些漸進(jìn)的進(jìn)步，但這些說(shuō)法非常難以捉摸，也不夠精確。
電池沒(méi)有續(xù)航里程，只有汽車才有。
而且汽車的駕駛方式也大不相同。
But the same car can consume only roughly 7 kWh/100 km if it is driven in ideal conditions and at its optimal speed of about 40 km/h (by the way, that’s the way how tests are done in India!), so this battery might mean only 70 kWh under these conditions.
And 70 kWh is pretty much the standard in these days.
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特斯拉Model 3 長(zhǎng)續(xù)航版這樣一款非常高效的電動(dòng)汽車在 90 公里/小時(shí)時(shí)的“平均”消耗量可能約為 13.5 千瓦時(shí)/100 公里（120 公里/小時(shí)時(shí)為 17.5 千瓦時(shí)），測(cè)試鏈接在評(píng)論中。
但如果同一輛車在理想條件下行駛，并且以大約40公里/小時(shí)的最佳速度行駛（順便說(shuō)一句，這就是在印度進(jìn)行測(cè)試的方式?。?，那么它的耗電量大約只有7千瓦時(shí)/100公里，因此在這些條件下，這種電池的耗電量可能只有70千瓦時(shí)。
70千瓦時(shí)幾乎是現(xiàn)在的標(biāo)準(zhǔn)。
Tesla Model 3 unmanned on Autopilot travels 1,000 km on a single charge in new hypermiling record
Note: if the car has the smaller / lighter battery, it is even slightly more efficient, especially at lower speed, but it doesn’t have the same range because of a smaller batter.
What is the capacity of this CATL battery? 70 kWh? 100 kWh? 120 kWh? We don’t know.
And actually, building a big battery is fairly easy, it just requires stacking more cells together, challenges lie elsewhere.
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特斯拉Model 3在一次充電中行駛606英里，創(chuàng)下了新的超級(jí)惜油（hypermiling）記錄（鏈接）。
特斯拉Model 3無(wú)人駕駛自動(dòng)駕駛汽車一次充電行駛1000公里，創(chuàng)下了新的超級(jí)惜油（hypermiling）記錄（鏈接）。
注意：如果汽車有更小/更輕的電池，它的效率甚至?xí)晕⒏咭恍?，尤其是在低速時(shí)，但由于電池體積較小，續(xù)航里程也不一樣。
寧德時(shí)代的電池的容量是多少？70千瓦時(shí)？100千瓦時(shí)？120千瓦時(shí)？我們不知道。
事實(shí)上，制造一個(gè)大的電池是相當(dāng)容易的，它只需要將更多的電池堆疊在一起，而挑戰(zhàn)在其他地方。
原創(chuàng)翻譯：龍騰網(wǎng) http://top-shui.cn 轉(zhuǎn)載請(qǐng)注明出處
Looking from a distance, this merely means that they have stacked 13% more cells than Tesla does, and well - this isn’t an important advancement.
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電池功率提高了13%？雖然這聽(tīng)起來(lái)不錯(cuò)，但（峰值）功率實(shí)際上并不是電池的弱點(diǎn)，大多數(shù)電池都有足夠的功率供日常使用。
從遠(yuǎn)處看，這僅僅意味著它們比特斯拉多堆疊了13%的電池，而且這并不是一個(gè)重要的進(jìn)步。
capacity in kWh instead of some “1000 km” claim,
charging speed, charging curve,
number of charging cycles before it degrades to let’s 90%, 80% or 70% of its initial capacity.
energy density (Wh/kg, Wh/l)
discharge power (useful, but not crucial),
chemistry,
most importantly - price per kWh (and the price of the whole pack)
Only this set of information could convince me.
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實(shí)際上重要的是：
以千瓦時(shí)為單位的容量，而不是一些“1000 公里”的說(shuō)法，
充電速度、充電曲線，
在它退化到初始容量的90%、80%或70%之前的充電周期數(shù)。
能量密度（Wh/kg，Wh/l）
放電功率（有用但不重要），
化學(xué)
最重要的是-每千瓦時(shí)的價(jià)格（以及整個(gè)電池包的價(jià)格）只有這組信息才能說(shuō)服我。
Bengt Persson
Concerned about the future, environment and climate
The battery technology for batteries used in EVs, improve year by year, 10% or more. Every step is important.
There are improvements in several aspects. Some of the improvement comes from the chemistry, some from form form of cells, some from the packing, some from the control of charging and discharging etc. In the referenced case it seems as it is primarily improved chemistry they are talking about.
Next major step is expected to come thanks to introduction of solid electrolyte. The batteries will be easier to cool, thus allowing denser packages, but they also have more kWh/kg.
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電動(dòng)汽車用電池的電池技術(shù)正逐年提高10%或更多，每一步都很重要。
它在幾個(gè)方面有改進(jìn)，一些改進(jìn)來(lái)自化學(xué)方面，一些來(lái)自電池的形式，一些來(lái)自包裝，還有一些來(lái)自充電和放電的控制等。
由于固體電解質(zhì)的引入，下一個(gè)主要的改進(jìn)有望到來(lái)，屆時(shí)電池將更容易冷卻，從而允許更密集的封裝，而且它們的能量密度（kWh/kg）也更高。
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不僅電池很重要，梅賽德斯用它們的PoC汽車證明了這一點(diǎn)，它使用100kWh的電池，一次充電可行駛1000多公里，這是當(dāng)前生產(chǎn)的典型的電動(dòng)汽車每千瓦時(shí)行駛距離的兩倍。當(dāng)這種電池在2-3年內(nèi)量產(chǎn)時(shí)，當(dāng)前電池的續(xù)航里程將延長(zhǎng)100%，而較新的電池的續(xù)航里程可能延長(zhǎng)200%。單次充電3000公里（2000英里）的需求預(yù)計(jì)不會(huì)很大，因此汽車將不會(huì)像現(xiàn)在那樣獲得更多的電池，從而使汽車更輕、更便宜。
Theodore Talbot
BS Computer Science, minor in Anthropology University of MD
The biggest obstacle to electric cars catching on with most people is the expense of the batteries. If they sell it cheap it is a huge deal. It would begin to get electric cars down to where someone that is not wealthy can afford them. It doesn’t matter whether you shop new or used, battery prices make purchasing an EC prohibitive for the average person. The one that can produce an affordable battery that is just as good or better than the expensive ones now would mean that ECs could be bought by almost everyone. Until then they are cars for the fewer people in the upper middle class or higher. most people will not drive an electric car until that happens.
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電動(dòng)汽車吸引大多數(shù)人的最大障礙是電池的費(fèi)用，如果它們賣便宜一點(diǎn)，那將是一筆巨大的交易，它將開(kāi)始把電動(dòng)汽車推廣到那些不富裕的人也買得起的地方?，F(xiàn)在無(wú)論你買的是新的還是舊的，電池的價(jià)格都會(huì)讓普通人望而卻步。如果能生產(chǎn)出與現(xiàn)在昂貴的電池一樣好或更好且價(jià)格合理的電池，這將意味著幾乎所有人都可以購(gòu)買電動(dòng)汽車。在那之前，它們是為中上階層或更高階層的少數(shù)人提供的汽車。在那之前，大多數(shù)人都不會(huì)開(kāi)電動(dòng)車。
Been driving electric for over 10 years，Lives in Raleigh, NC
The energy density improvement (the 13% you quote) is the important advancement. The range and charge time (that you did not mention) are not.
For one thing, the quoted range is likely a swag based on the Chinese Light Duty Vehicle Test Cycle (CLTC) which is quite unrealistic. Real world range is probably going to be in the 400–450 mile range, but even that’s hypothetical given that it’s also highly dependent on the car you put it into.
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能量密度的提高（你引用的13%）是重要的進(jìn)步，但行駛里程和充電時(shí)間（你沒(méi)有提到）不是。
首先，你所引用的范圍可能是基于中國(guó)輕型汽車行駛工況（CLTC）的表面數(shù)據(jù)，這是非常不現(xiàn)實(shí)的。現(xiàn)實(shí)世界的行駛里程可能在400-450英里之間，但即便如此，這也是假設(shè)性的，因?yàn)樗哺叨纫蕾囉谀闼{駛的汽車。
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當(dāng)我考慮電池技術(shù)時(shí)，一個(gè)關(guān)鍵的基準(zhǔn)是最終成本，這才是最終用戶真正關(guān)心的問(wèn)題。是的，也有一些人會(huì)專注于續(xù)航里程，但如果你認(rèn)為有需要，你總是可以在車?yán)锓乓粋€(gè)更大的電池來(lái)獲得更大的續(xù)航里程（大多數(shù)人認(rèn)為他們需要的續(xù)航里程都遠(yuǎn)遠(yuǎn)超過(guò)他們的實(shí)際需要），但這會(huì)讓你付出代價(jià)。大多數(shù)人，如果他們能夠理性地思考自己的實(shí)際里程需要（350英里對(duì)大多數(shù)人來(lái)說(shuō)足夠了），就會(huì)愿意花盡可能少的錢(qián)來(lái)達(dá)到這個(gè)里程水平。因此，如果這種新電池能夠以與德克薩斯州制造的特斯拉MODEL Y使用的4680電池相同的成本提供多13%的續(xù)航里程，那么是的，這將是非常重要的。但你引用的新聞是這樣嗎？可能不是。
The other advancement quoted is the supposed 5 or 10 minute 20–80% recharge time. This is almost pure marketing speak. Even if that were possible, it would require a tremendous power source to deliver that much energy so quickly. For applications like heavy trucking, this may be realistic, but most of the time this would not be practical to provide. And frankly, like the excessive range, it’s largely unnecessary. People do stop occasionally to use the restroom and get something to eat while on the occasional road trip, and generally speaking, even current EV charging speeds can pretty much keep up with the usual stopping patterns.
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更高的能量密度的另一個(gè)優(yōu)點(diǎn)不是直接的行駛里程，而是你可以從一輛非常小的車上獲得可用的行駛里程。當(dāng)然，人們會(huì)傾向于購(gòu)買更大的汽車，但對(duì)于城市汽車來(lái)說(shuō)，這可能是一個(gè)顯著的改善（盡管城市中的旅行距離通常非常有限）。
問(wèn)題中引用的另一個(gè)進(jìn)步是所謂的在5到10分鐘內(nèi)將電量從20充至80%，這幾乎是純粹的營(yíng)銷說(shuō)法。即使這是可能的，它也需要一個(gè)巨大的電源才能如此迅速地輸送這么多的能量。對(duì)于重型卡車運(yùn)輸?shù)葢?yīng)用，這可能是合理的，但在大多數(shù)情況下這并不實(shí)際。坦率地說(shuō)，就像過(guò)度的行駛里程一樣，這在很大程度上是不必要的。因?yàn)樵谂紶柕墓仿眯兄?，人們偶爾?huì)停下來(lái)上個(gè)廁所并吃點(diǎn)東西，一般來(lái)說(shuō)，即使是當(dāng)前的電動(dòng)汽車的充電速度也幾乎可以跟上通常的停車模式。
Senior Software Engineer (2013–present)，Lives in Las Cruces2021–present
Christopher John Anderson
, former Quality Technician at Tesla (2018-2021)Mon
Originally Answered: The new Chinese battery for electric cars will allow up to 1000 km of range with less charging time and more safety. Will it be a turning point in the industry?
Fancy new battery technologies that will revolutionize the industry show up at a rate of about one per month.
For each one - they pick a couple of parameters (in this case capacity, charge time and safety that look good) and ignore about two dozen others:
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將徹底改變?cè)撔袠I(yè)的新型電池技術(shù)會(huì)以每月大約一種的速度出現(xiàn)。
對(duì)于每一項(xiàng)新技術(shù)來(lái)說(shuō)，他們都會(huì)選擇幾個(gè)參數(shù)（在這種情況下，容量、充電時(shí)間和安全性看起來(lái)都不錯(cuò)）而忽略大約兩打其他的參數(shù)，比如：
Cost per kWh of charge.
Battery lifespan under normal use.
Battery lifespan under extreme use.
Storage temperature range.
Operating temperature range.
Use of rare materials during manufacture.
Use of materials that are made by child/slave labor.
Recyclability.
Charging and discharging efficiency.
Manufacturability.
…and on and on…
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每千瓦時(shí)電量對(duì)應(yīng)的重量。
每千瓦時(shí)對(duì)應(yīng)的費(fèi)用。
正常使用下的電池壽命。
極端條件使用下的電池壽命。
存儲(chǔ)溫度范圍。
工作溫度范圍。
制造過(guò)程中使用了什么稀有材料。
是否使用了童工/奴隸制造的材料。
可回收性。
充放電效率。
可制造性。
…等等…?
The point being that there is NO SHORTAGE of “wonder-battery” technologies - but they never seem to get into service because they fail horribly on one or other of the criteria that the inventor seems not to have noticed.
So - just like every similar claim made before, we must wait and see whether anyone will actually adopt it.
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關(guān)鍵在于“神奇電池”的技術(shù)并不缺乏，但它們似乎從未投入使用，因?yàn)樗鼈冊(cè)诎l(fā)明家似乎沒(méi)有注意到的一個(gè)或另一個(gè)標(biāo)準(zhǔn)上遭遇了嚴(yán)重失敗。
所以，就像以前提出的所有類似聲明一樣，我們必須等待，看看是否有人會(huì)真正采用它。
Question: Chinese battery giant CATL unveiled an electric-car battery that has a range of over 1,000 kilometers (620 miles) on a single charge and is 13% more powerful than one planned by Tesla Inc., a major customer. Is it an important advancemen
Answer:
Absolutely. Vehicle accounts for about 1/3 of carbon emission in China. It is especially problematic in crowded cities (where you can generate electricity in remote locations on top of better pollution control due to available equipment).
I think I read somewhere China was planning to swap to all electrical vehicles by mid-2030s, which would help quite a lot with pollution issues.
Plus, with an endurance of 620 miles, it actually has better range than most gasoline based personal cars.
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絕對(duì)是這樣，因?yàn)槠嚺欧帕考s占中國(guó)碳排放量的三分之一。在人口稠密的城市，這一問(wèn)題尤其嚴(yán)重（在那里，除了可以用設(shè)備更好地控制污染外，還可以在偏遠(yuǎn)地區(qū)發(fā)電）。
我想我在哪里讀到過(guò)，中國(guó)計(jì)劃在21世紀(jì)30年代中期之前全部改用電動(dòng)汽車，這對(duì)解決污染問(wèn)題會(huì)有很大的幫助。
此外，問(wèn)題中提到的電池的續(xù)航能力為620英里，實(shí)際上這比大多數(shù)以汽油為基礎(chǔ)的汽車的續(xù)航能力更好。
USN, E.E./M.B.A. Consulted with over 8,000 High-Tech Co's，Lives in Orange County, CA
This removes the two biggest obxtions to EV’s. They can now have a longer range than most gas cars, and they can charge from 0–80% in ten minutes. Toyota has spent a lot of money and has high hopes for solid-state batteries. Solid-state batteries can’t compete with this. They are higher priced, less reliable, harder to produce, and don’t have any significant advantages over this new battery. I think Toyota will be the big loser. They’ve waited years for their solid-state batteries to be ready before releasing their EVs.
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這項(xiàng)技術(shù)消除了對(duì)電動(dòng)汽車最大的兩個(gè)反對(duì)意見(jiàn)?，F(xiàn)在電動(dòng)汽車的續(xù)航里程可以比大多數(shù)汽油車更長(zhǎng)，并且可以在10分鐘內(nèi)從0充電至80%。豐田花了很多錢(qián)，它們對(duì)固態(tài)電池寄予了厚望，但固態(tài)電池?zé)o法與之競(jìng)爭(zhēng)，因?yàn)樗鼈儍r(jià)格更高，可靠性更低，更難生產(chǎn)，與這種新型電池相比沒(méi)有任何顯著的優(yōu)勢(shì)。我認(rèn)為豐田將是最大的輸家，因?yàn)樵诎l(fā)布電動(dòng)汽車之前，它們已經(jīng)等了好幾年，等待固態(tài)電池準(zhǔn)備就緒。
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寧德時(shí)代是世界上最大的電池公司。特斯拉能否鎖定這項(xiàng)技術(shù)值得懷疑，因?yàn)樗鼘⒊鍪劢o任何負(fù)擔(dān)得起的公司，尤其是中國(guó)企業(yè)，因?yàn)榭梢源蛸€中國(guó)肯定會(huì)對(duì)寧德時(shí)代施加壓力，要求其優(yōu)先考慮中國(guó)企業(yè)。
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現(xiàn)在最大的限制是充電器。您需要為每輛車配備0.5兆瓦的充電器才能利用這種快充技術(shù)。新的特斯拉semi電動(dòng)半掛式卡車也需要大型充電器（1.5兆瓦），如果允許的話，你可能會(huì)想把這些電池裝到特斯拉semi電動(dòng)半掛式卡車的充電器里。
Former Electrical Engineer Specializing in Energy Systems at Various Companies (1964–2000)
Originally Answered: The new Chinese battery for electric cars will allow up to 1000 km of range with less charging time and more safety. Will it be a turning point in the industry?
The automotive battery industry is moving ahead by leaps and bounds, with new “breakthrough” announcements almost weekly. Most of these announcements are of laboratory developments in battery chemistry, years away (if ever) from actual production. CATL’s new Qilin battery announcement stands out because it is not a cell-level development, but a pack-level development. It stands out because CATL is the world’s largest vehicle battery producer, with the capability to get its new Qilin design into production quickly. It stands out because it applies both to nickel-based (lithium-ion) and iron-based (LFP) battery cells.
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汽車電池行業(yè)正在突飛猛進(jìn)，幾乎每周都會(huì)有新的“突破性”公告發(fā)布。這些公告大多是關(guān)于電池化學(xué)在實(shí)驗(yàn)室內(nèi)的發(fā)展，離實(shí)際生產(chǎn)還需幾年的時(shí)間（如果有可能的話）。寧德時(shí)代的新麒麟電池的發(fā)布十分引人注目，因?yàn)樗皇请姵貑误w的發(fā)展，而是電池包（pack-level）的發(fā)展。它之所以引人注目，是因?yàn)閷幍聲r(shí)代是世界上最大的汽車電池生產(chǎn)商，它能夠快速將其新的麒麟電池設(shè)計(jì)投入生產(chǎn)。它之所以引人注目，是因?yàn)樗瑫r(shí)適用于鎳基（鋰離子）和鐵基（磷酸鐵鋰）電池。
ShouldCost Expert (2013–present)，Lives in Helsingborg, Sweden
Very few, if any need that kind of range. What’s more important is fast charging, like 350kW charging that can recharge to 80% in 10min.
I’ve been driving electric cars for eight years and have done 700mile (1100km) trips in a day. My current car can do 330km (200miles) which is quite ideal, you drive 2.5hrs, stop for 20min to eat/pee/stretch legs and then drive again for 2.5hrs. With plenty of chargers at rest stops that can charge fast (mine can only charge at 100kW) is much more important.
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很少有人需要這么長(zhǎng)的行駛里程。更重要的是快速充電，比如350kW快充可以在10分鐘內(nèi)充電到80%。
我開(kāi)電動(dòng)汽車已經(jīng)八年了，每天跑700英里（1100公里）。我現(xiàn)在的車能跑330公里（200英里），這非常理想。你可開(kāi)車2.5小時(shí)，然后停車20分鐘吃點(diǎn)東西/尿尿/伸展一下腿腳，然后再開(kāi)車2.5小時(shí)。在休息站有大量可以快速充電的充電器（我的充電器只能在100kW時(shí)充電）就更重要了。
I’ve talked to hundreds of people that bought EVs and the ideal range seems to be 300–400km while non EV drivers talk about 600–1000km as a must…
Such a large battery is obviously very expensive and with a global shortage it’s better if that battery is used in 2–3 cars instead.
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大多數(shù)第一次購(gòu)買電動(dòng)汽車的人仍然生活在一個(gè)每周加油一次的汽油車世界里，他們需要他們的新電動(dòng)汽車來(lái)做同樣的事情……但是，你是每天還是每隔幾天充電一次，這具體取決于你的需要，我個(gè)人會(huì)在電價(jià)低于0.01美元/千瓦時(shí)時(shí)充電（相當(dāng)于2-3天充一次）。
我與數(shù)百位購(gòu)買電動(dòng)汽車的人進(jìn)行過(guò)交談，理想的行駛里程似乎是300-400公里，而非電動(dòng)汽車駕駛員認(rèn)為的600-1000公里…
如此大的電池顯然是非常昂貴的，在全球短缺的情況下，最好將其用在2-3輛車上。
Jason C，Lives in Auckland, New Zealand
Car nut for over 40 years, reasonably knowledgeable
Batteries don’t have a range. You have to put it in a car first, then determine what the range is. I’m highly skeptical of their claims until I see something in the metal, on the road.
That said, if they do have something special here, you can bet all the major manufacturers including Tesla will be lining up for it.
10% to 80% charging in ten minutes is significantly better than what’s available in the market today, but after years of hearing similar stories I’m going to wait and see what they actually release to their customers before having an opinion.
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電池并沒(méi)有行駛里程，你必須先把它放在車?yán)铮缓蟛拍艽_定行駛里程是多少。我高度懷疑他們的說(shuō)法，除非我在路上看到實(shí)車。
話雖如此，但如果他們真的有什么特別的東西，你可以打賭，包括特斯拉在內(nèi)的所有主要電動(dòng)汽車制造商都會(huì)排隊(duì)購(gòu)買。
10分鐘內(nèi)從10%充到80%的效果明顯好于目前市場(chǎng)上的產(chǎn)品，但在聽(tīng)了多年類似的故事后，我會(huì)等著看他們交付給客戶的實(shí)際產(chǎn)品，然后再發(fā)表意見(jiàn)。
CEO TriTrack Motors &CEO Roane Inventions Inc. (2017–present)
Originally Answered: The new Chinese battery for electric cars will allow up to 1000 km of range with less charging time and more safety. Will it be a turning point in the industry?
That is no big deal to put enough cells in a car to go 622 miles if the vehicle is well designed. Every EV battery chemistry on the present market can do that. The key is the vehicle must be low drag, not can we get a fancy battery. EVs are pretty much battery agnostic so any cost-effective enhancement is welcome and with minor fiddling can take the improved battery to achieve more range. Fire safety is the more you important feature if true. Range gets the headline but eliminating battery fires is gold.
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如果汽車設(shè)計(jì)得當(dāng)，那么在汽車中放置足夠多的電池可以行駛622英里也沒(méi)什么大不了的，目前市場(chǎng)上的每種電動(dòng)汽車?yán)锏碾姵囟伎梢宰龅竭@一點(diǎn)。關(guān)鍵在于車輛必須是低風(fēng)阻的，而不是需要一個(gè)奇特的電池。電動(dòng)汽車幾乎與電池?zé)o關(guān)，因此任何具有成本效益的增強(qiáng)都是受歡迎的，只要稍加改動(dòng)，就可以使用改進(jìn)后的電池來(lái)實(shí)現(xiàn)更大的續(xù)航里程。如果真的是這樣，消防安全對(duì)你來(lái)說(shuō)將是更重要的功能。雖然行駛里程可以上頭條，但消除電池火災(zāi)才是真正重要的事情。