Every time I talk to colleagues and friends about new energy vehicles
It is always impossible to avoid the question of when new energy vehicles will mature.
When it comes to new energy vehicles, it has been very popular in the past year to now.
According to the data released by the Federation of Passenger Vehicles, in September this year, the wholesale sales of new energy passenger vehicles reached 355,000 units, an increase of 14.7% month-on-month and 184.4% year-on-year. As of October this year, the penetration rate of electric new energy vehicles has reached 13%.
At the same time, the national level of support for new energy is also "full of help", the Executive Meeting of the State Council through the "New Energy Vehicle Industry Development Plan (2020-2035)" proposed that by 2025, the sales of new energy vehicles and new vehicles will account for 25%.
At the same time, more and more car owners around Tiger have chosen electric vehicles as a home commuting tool.
Many car owners will ask Tiger a question before buying a new car, is the current new energy vehicle really mature?
To be honest, this question is not difficult to answer!
Today we will talk with you about how long it will take for the current electric vehicle to mature from the "core" of the electric new energy vehicle - the three electric systems, that is, the three aspects of electronic control, motor and battery.
Electronic control and charging technology is basically mature
Basically, it can meet the needs of each port
To say that the first problem that stops car owners from buying new energy vehicles is battery life!
First of all, let's talk about the principle of charge and discharge, lithium batteries use a very unique lithium inlay (Intercalation) chemical reaction, we can see the inside of the battery as a warehouse: charge and discharge is the process of lithium ions repeatedly transported in the positive and negative electrodes, which produces a current.
However, such "electron handling" also has energy loss and generates heat energy. This poses a problem: lithium dendrites occur in the concentration polarization reaction
The large number of electrons inside the battery and the high-speed movement will cause the lithium metal in the electrolyte to precipitate the phenomenon of crystallization and dendrites, which will also occur during the non-charging period, and once the crystallization reaches the critical point, it will cause the battery to short circuit and thermal runaway.
So, bang! Your car blew up
In this regard, the battery management system (Battery Management System) equipped by major manufacturers is used to control and eliminate the lithium dendrite problem. At present, the Ford and General Motors BMS systems in the industry can make the battery real-time power SOC measurement accuracy error less than 1%, that is, at any time, can accurately measure the battery still has a few percent of the power.
In this way, the purpose can be to ensure battery efficiency, prevent overcharge and overdischarge, extend battery life, and help the battery run normally.
Therefore, the current electronic control technology has basically matured, depending on whether the manufacturer is willing to spend money to get it done.
In terms of charging, in fact, car owners do not need to worry.
Counting the fingers, starting from the first promotion of this technology in 2019, in just two or three years, more and more manufacturers have laid out the 800V technology route.
The major car companies for high-pressure fast charging is also you chase me to catch up with the layout.
Hyundai Motors uses an 800V voltage platform on the E-GMP platform, and Mercedes-Benz's EVA platform, GM's third-generation pure electric platform, and Jaguar Land Rover's electrification platform have also chosen 800V as the vehicle's operating voltage. Volkswagen will also apply 800V overcharge technology in 2026.
As the king of overtaking in The country, the 800V high-voltage fast charge in Europe and the United States has been directly pressed to the ground for friction.
Geely SEA Haohan architecture has reached the stage where the technology can be mass-produced, and the voltage of bydir's models under the BYD e platform has actually increased to more than 600V, and Tang New Energy has reached 700V.
On the Han EV model, equipped with self-developed silicon carbide power devices, it is not difficult to launch an 800V or even 1000V high-voltage platform.
At the beginning of this year, the "Juwan Technology Research Institute" under the GAC Group has successfully mass-produced 480kw overcharge (limit 600kw), supports the maximum voltage of 1000V, and the battery pack of 100 Degrees can be fully charged in 8 minutes from 0-80%.
And this supercharge system has been commercialized this year, GAC Aion V PLUS has been able to directly use the faster than Tesla supercharge, the price of the car is only 240,000.
Switched reluctance motors will become the mainstream power pack
However, technology was still limited to the hands of little Japan
As an electric vehicle owner, everyone is faster and more expensive than who has more motors.
There is only 1 motor for low-end vehicles, and 2 or even 3 high-equipped cars, but this is the same as the larger the engine displacement of the car, the more fuel-intensive, even at the same speed, the power consumption speed of multiple motors is definitely more fierce than that of a single motor. Therefore, the energy consumption of trams is the same as that of fuel vehicles, and the power is expected to be greater, but the higher the efficiency, the better.
The drive motors of new energy vehicles are divided into three categories according to the overall technology: AC asynchronous motors, permanent magnet synchronous motors and switched reluctance motors.
Asynchronous AC motor is the most common power unit of the first generation of electric new energy vehicles, because of its simple structure, reliable operation and durability, and convenient maintenance. The huge advantage that normal use is almost not broken makes it the most common motor in industry. The first generation of Tesla Model S is a typical representative of the use of AC motors.
However, AC motors are not without disadvantages: although the maximum efficiency is high, the "high efficiency range" is not wide. The efficiency range of this thing is the same as that of a gas turbine, which is very efficient at a specific speed (speed), and once it deviates from the optimal speed, the efficiency is seriously deteriorated.
Therefore, various companies have begun to study other motors to replace AC motors, and permanent magnet synchronous motors have become the second generation of vehicle motors that have entered the owner's field of vision.
The word synchronous motor as the current mainstream powertrain of electric new energy vehicles solves the problem that the efficiency platform of the asynchronous AC motor is too narrow, and the high efficiency range is also relatively wide, but due to the limitation of the permanent magnet material itself, in the case of high temperature and vibration, the permanent magnet of the rotor will produce demagnetization, and the performance of the motor will decline after a long time of use.
This kind of motor is like a diesel engine, although the work efficiency is high, but in the case of high temperature and high vibration, it is difficult to increase the speed, and in the end it is a low-speed and high-torque old cow.
There are only two ways to play high speed, learn Tesla to fill the motor with coolant, learn Porsche gearbox.
Tesla directly soaked the motor rotor in the coolant through magic modification, so that heat dissipation is not a problem. However, the coolant will also bring a lot of shear resistance to the rotor, and the speed is still not the highest efficiency.
Porsche uses a flat wire winding, after increasing the winding power, it installs a 2-speed gearbox to the motor to solve the problem of speed failure, but the actual efficiency is also a big loss because of the addition of an additional variable speed mechanism.
Finally, there is the third generation motor, the switched reluctance motor!
The simple structure has the same "perverted" extreme reliability as the AC motor, which is very suitable for use in automobiles, and it has the same "soft characteristics" as the DC motor, and the high efficiency range is amazing, and it can maintain a very high efficiency from start to the limit speed.
Switched reluctance motors are so amazing, why hasn't they become the mainstream of on-board power? In fact, because this motor has extremely high requirements for the control system, it is very difficult to develop a digital vectorized control system.
At present, within the scope of vehicle companies, Land Rover Jaguar and Toyota are relatively good at playing in this type of motor.
However, if you look closely, it is almost all Patented Technology from Japan. Toyota's reluctance motor technology is mainly developed in cooperation with Tokyo University of Science, while the reluctance motor used by Land Rover Jaguar comes from the electric Land Rover Defender in 2013, and the motor is from Beijing Zhongbo Ruili.
Unfortunately, in 2015, Sinospec Waskini was acquired by Nidec and became a wholly owned company of Nidec (Nidec). At present, the reluctance motors used in the domestic passenger car market come from Nidec (Nidec).
It can be said that the current third-generation electric vehicle drive unit is basically in the hands of Toyota and Densan in Japan.
However, fortunately, Suzhou Dashling Company, which cooperates with Nanjing University of Aeronautics and Astronautics in China, Huike Magnetoresistive Drive Co., Ltd. has come up with an internationally advanced patent "electric excitation double salient motor" product, and perhaps it will take time to see China's own brand electric vehicles equipped with domestic motors.
Electric cars are the only immature
Only the battery pack power density has not substantially broken through
Stanford University in the United States to sodium ion as the research direction, the "energy density" of this battery reaches 1200mAh / g (1 kg weight battery can store 1.2 kWh of electricity, assuming we need to store 75 kWh of electricity, only 62.5 kg of weight of the battery) The energy density of conventional car lithium batteries is only 300 mAh / g.
However, in the actual mass production process, the sodium-ion battery in the Ningde era did not have a significant power density improvement compared with the traditional ternary lithium power battery, and the only advantage was that the sodium-ion battery was safer and the cost was lower.
There are other aluminum-ion alternatives to lithium-ion batteries, also led by multiple universities. Stanford University, Cornell University, Clemson University, University of Maryland, University of Nebraska, Polymer Department of Zhejiang University, Dalian University of Technology, European Arion Industrial Union. At present, the research and development of graphene aluminum ion batteries is at the forefront of the University of Queensland in Australia.
The energy density has reached the level of 160Wh/kg, which can only be equal to lithium iron phosphate. It is also a safety consideration, no heat problem under the limit state, solving the problem of safety and long-term effectiveness, and not completely solving the energy density.
Here, the "Juwan Technical Research" research laboratory under the GAC Group "inadvertently" discovered a new ceramic material last year - rubidium titanate functional ceramics. This ceramic is a completely new species, and compared to any other material known to man, it has a special ability – the high dielectric constant is unbelievable!
The energy density is 5 to 10 times that of ordinary lithium batteries without electrical energy chemical energy conversion, the utilization rate is as high as 95% 10 to 500,000 times the charging cycle safety factor is high, there is no thermal runaway ultra-low temperature characteristics, and the temperature range is wide -50 °C ~ +170 °C
And as fast as you want, you can charge as fast as you want! As for how long will this black technology be applied? It should not be more than 10 years away from mass production... However, according to the official statement given by GAC, this new subversive black technology is expected to be industrialized during the 14th and 5th Five-Year Plan period, that is, within 3 years.
Therefore, the rubidium glutinium titanium technology, which day is successfully commercialized, then the fuel vehicle, which day to die.
If GAC solves all the problems of rubidium titanate mass production,—— then the boss of GAC is really qualified to say: I don't understand that there are still people who will buy fuel vehicles now!