23 electric vehicles have a winter endurance discount of more than 50%, and volkswagen ID.3 and Aean V are less than 40% of the standard endurance.

In Yakeshi at minus 15 ° C, a variety of pure electric vehicles with a standard endurance of about 600km can no longer move after driving less than 250km, which is a scene that occurred in the winter test of electric vehicles recently carried out by ByteDance's Zhiche Emperor.

At the end of November, Zhichedi launched the winter test project of new energy vehicles, including pure electric, hybrid and extended range electric vehicles, covering 41 independent, joint venture and imported new energy vehicles, of which 34 are pure electric vehicles. The test site is the Hulunbuir Winter Automobile Test Site of China Automobile Center, and the local minimum temperature is lower than minus 15 °C during the test time. The test items include cruising range, charging speed, air conditioning heating speed, cold start, etc. The method of mileage testing is unified by fully charging the vehicle one day in advance, sitting in the garage overnight, and driving the vehicle by a driver the next day to complete the high-speed road conditions, urban road conditions and comprehensive road conditions. During the test, the driving mode of the vehicle is uniformly set to the most economical driving mode and the kinetic energy recovery is adjusted to the maximum, the tire is the recommended tire pressure, and the air conditioning temperature is set to 24 degrees automatically, and the endurance change during the test process is recorded until the mileage reaches zero.

Zhang Hong, secretary general of the New Energy Vehicle Branch of the China Automobile Dealers Association, said that the lower the temperature, the more viscous the electrolyte will be, which will greatly reduce the activity of the battery, which will cause a significant attenuation of the usable capacity of the battery, which is a natural phenomenon. In addition, in extremely cold weather, the battery in the car will bring hidden dangers and problems of reducing the supply of driving energy because it wants to heat the car, so that the mileage of new energy vehicles in winter is generally shortened.

In the endurance test session, the performance of independent brand models is eye-catching, and 7 of the top 10 models with measured endurance results belong to independent brands. Among them, Weilai EC6, Xiaopeng P7, JiKr 001, Nezha U and other four models have a measured mileage of breakthrough or close to 300 kilometers, which is achieved under the premise of normal use of air conditioning and warm air.

In general, models with larger battery capacity are more likely to achieve higher range. Many of the models with the highest mileage have battery capacities of more than 90 degrees. It is worth mentioning that the Wuling Hongguang Mini EV has the smallest battery capacity among all 41 models, but it still runs out of the measured score of 103.2 kilometers, the absolute mileage is not high, but the endurance achievement rate ranks first.

Among the 34 pure electric models, only 10 models have a low-temperature working condition endurance of more than 50% of the standard endurance, of which the Wuling Hongguang MINIEV measured endurance reached 60.71% of the standard endurance, the highest achievement rate, Audi e-Tron ranked second with a completion rate of 58.56%, and the WEILAI EC6 with a standard endurance of 670km became the only model with a measured endurance of more than 300km with a performance of 316km. There are 23 products with a measured endurance of less than 50% of the standard endurance, of which gac Aeon V and Aeon S, two products with a nominal end life of more than 600km, run out of 227km and 232km respectively, with a endurance rate of 37.71% and 38.68% respectively; the Volkswagen ID.3 that has been well received in Europe has a cruising rate of 38.91%; the WM W6 standard cruising range is 520km, but the measured endurance is only 184.1km, with a reach rate of 35.4%, in addition to The Euler Black Cat, The measured endurance of the zero-run T03 is also less than 40%.

According to the test results, the charging time of pure electric vehicles in low temperature environments has also been extended, and in general, the time for battery margin to charge from 30% to 80% of the power has increased by an average of 70%. However, the charging situation of different models varies greatly, and the charging speed of some models under low temperature conditions is still faster than the speed of the official label, and the fast charging time of some models has increased by 257%. For example, the fast charging time of Euler black cat from 30% to 80% is as long as 107 minutes, far exceeding the 30-minute fast charging time claimed by Euler; the charging time of Nezha U 30% to 80% is as long as 98 minutes, which is also much higher than the standard 30-minute fast charging time.

The problem of the reduction of the winter vehicle endurance of new energy vehicles has become one of the constraints affecting the further popularization of new energy vehicles. National insurance data show that in the first three quarters of 2021, the number of new fuel vehicles in Northeast China accounted for 92.8%, and new energy vehicles, including pure electric and plug-in hybrid vehicles, accounted for a total of 2.8%, and the cold areas are still not a "friendly market" for electric vehicles.

In early December, the Ministry of Industry and Information Technology organized new energy vehicles and power battery companies to hold a symposium, requiring joint research and discussion of countermeasures for the extremely cold weather that may occur this winter, and to make technical support and work plan preparations to ensure the normal use of users to the greatest extent. The meeting believes that "problems such as the attenuation of electric vehicle mileage in low temperature environments are problems in the process of industrial development. ”

"The attenuation range depends on the specific temperature situation, for most cities in China, the north-south east-west span is large, there are large environmental differences, the plains, plateaus, mountainous roads are complex, and the battery mileage attenuation of 10% to 20% should be considered normal." In the extremely cold regions of the north, it is possible to attenuate by more than 30%. Also at high speeds on highways (100-120 km/h), the battery range decays faster. Yu Qingjiao, secretary general of the Zhongguancun New Battery Technology Innovation Alliance and chairman of the Battery Hundred People's Association, told the first financial reporter.

The research report of Guojin Securities shows that when the ambient temperature is too low, the viscosity of the electrolyte increases or even partially solidifies, which hinders the de-embedding movement of lithium ions, reduces the conductivity, and ultimately causes a decrease in capacity. The use of lithium batteries at low temperatures is also prone to irreversible capacity damage to the battery due to the growth of lithium crystal branches, and poses a potential danger. Guojin Securities pointed out that the main direction of low-temperature batteries at present has electrolyte modification and all-weather batteries, but it is still in the experimental stage. In contrast, efficient thermal management is currently the most feasible winter endurance management solution.

The reporter combed and found that in the current mainstream new energy vehicle market, car companies usually use hydrothermal systems, self-heating systems, etc. on the one hand to heat the power battery in advance to ensure its performance at low temperatures; the heat pump air conditioners that can reduce the heating energy loss appear more and more on mass-produced products, and alleviate the large energy consumption caused by low-temperature underwater heating through technical improvements.

Wu Hui, general manager of the research department of Yiwei Economic Research Institute and president of China Battery Industry Research Institute, believes that the future research direction of car companies should focus on improving the battery cryogenic system, and ensure that the battery can still release a more ideal amount of electricity at low temperatures through technology.

Theoretically, the solid-state battery that does not use liquid electrolyte can avoid the current mainstream liquid lithium-ion battery from increasing the viscosity of the electrolyte or even partially solidifying at low temperatures, which is expected to further improve the endurance performance of pure electric vehicles at low temperatures.

However, it is worth noting that solid-state batteries still need a long time to achieve commercialization. The chief engineer of the technology center of a domestic joint venture car company told reporters that the large-scale application of all-solid-state batteries needs to wait until around 2030. Ouyang Ming, academician of the Chinese Academy of Sciences and vice chairman of the China Electric Vehicle 100 Association, recently said at the 2022 China Electric Vehicle 100 Conference that the real time for solid-state batteries to be put into large-scale commercial applications is between 2025 and 2030.

"From the perspective of sustainable development of the battery industry, it is estimated that existing lithium-ion batteries, including solid-liquid hybrid lithium-ion batteries, will still be absolutely dominant until 2030." The first generation of all-solid-state battery industrialization, accounting for nearly 1% of the market, the time point may be around 2030. After 2035, a new generation of solid-state batteries, potassium, magnesium, sodium, lithium-sulfur and other types of batteries will enter the market. By 2050, liquid lithium-ion batteries are likely to be reduced to about 20%. Ouyang Minggao thought so.