宁德时代推出了一款单次充电可行驶里程超过1000公里（620英里）的电动汽车电池

Dirk Saenen
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.
 
又是一次宣布。
如果我们看看过去发布的所有公告，我们现在应该拥有一个续航里程至少为2500英里、可在5秒内充电、在任何情况下都不会起火、续航100亿英里、不含稀有或有毒物质、完全可回收等的电池。
虽然电池技术确实进展很快，但让我们等待生产就绪，能够投入生产并置于汽车的东西，然后再发表评论。
 
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.
 
注意这只是公告。
宁德时代是一家合法的电池生产商，因此可能不能像对待一些初创公司那样直接忽略它们。
但请注意一些缺少的细节。
虽然255 whr/kg也不错，但并不惊人。
举个例子：我有一辆2012款的Model S，它的电池的能量密度为80.5 kwh/（7104 X 45 g）或253 whr/kg（当你计算时），所以宁德时代说的255 whr/kg并不是一个巨大的进展。
其次是620英里的续航，如果使用的话采用的是哪种测试方案？EPA 5循环...那太好了。NDEC（一个测试界的笑话）-就没那么好了，因为特斯拉汽车已经走了那么远，还有一些走得更远。那1000公里的续航表明它不是纯电续航里程（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.
 
宁德时代是一家值得尊敬的锂离子电池制造商，因此我不会简单地否认这一说法。
是的，这可能是一些渐进的进步，但这些说法非常难以捉摸，也不够精确。
电池没有续航里程，只有汽车才有。
而且汽车的驾驶方式也大不相同。

A very efficient EV like a Tesla Model 3 Long Range might have an “average” consumption of roughly 13.5 kWh/100 km at 90 km/h (17.5 kWh at 120 km/h), the lix to the test is in the comments.
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.
 
特斯拉Model 3 长续航版这样一款非常高效的电动汽车在 90 公里/小时时的“平均”消耗量可能约为 13.5 千瓦时/100 公里（120 公里/小时时为 17.5 千瓦时），测试链接在评论中。
但如果同一辆车在理想条件下行驶，并且以大约40公里/小时的最佳速度行驶（顺便说一句，这就是在印度进行测试的方式！），那么它的耗电量大约只有7千瓦时/100公里，因此在这些条件下，这种电池的耗电量可能只有70千瓦时。
70千瓦时几乎是现在的标准。

Tesla Model 3 travels 606 miles on a single charge in new hypermiling record
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.
 
特斯拉Model 3在一次充电中行驶606英里，创下了新的超级惜油（hypermiling）记录（链接）。
特斯拉Model 3无人驾驶自动驾驶汽车一次充电行驶1000公里，创下了新的超级惜油（hypermiling）记录（链接）。
注意：如果汽车有更小/更轻的电池，它的效率甚至会稍微高一些，尤其是在低速时，但由于电池体积较小，续航里程也不一样。
宁德时代的电池的容量是多少？70千瓦时？100千瓦时？120千瓦时？我们不知道。
事实上，制造一个大的电池是相当容易的，它只需要将更多的电池堆叠在一起，而挑战在其他地方。

13% more powerful? Sounds nice, but (peak) power is actually not the weak spot of batteries, most have plenty of power for daily usage.
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.
 
电池功率提高了13%？虽然这听起来不错，但（峰值）功率实际上并不是电池的弱点，大多数电池都有足够的功率供日常使用。
从远处看，这仅仅意味着它们比特斯拉多堆叠了13%的电池，而且这并不是一个重要的进步。

What would actually be important is:
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.
 
实际上重要的是：
以千瓦时为单位的容量，而不是一些“1000 公里”的说法，
充电速度、充电曲线，
在它退化到初始容量的90%、80%或70%之前的充电周期数。
能量密度（Wh/kg，Wh/l）
放电功率（有用但不重要），
化学
最重要的是-每千瓦时的价格（以及整个电池包的价格）只有这组信息才能说服我。
 
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.
 
电动汽车用电池的电池技术正逐年提高10%或更多，每一步都很重要。
它在几个方面有改进，一些改进来自化学方面，一些来自电池的形式，一些来自包装，还有一些来自充电和放电的控制等。
由于固体电解质的引入，下一个主要的改进有望到来，届时电池将更容易冷却，从而允许更密集的封装，而且它们的能量密度（kWh/kg）也更高。

Not only the batteries matter. Mercedes have with their PoC car demonstrated that. It manages more than 1000 km, with an 100kWh battery, on one charge. That is twice the distance per kWh of typical current production EVs. When this reaches production in 2–3 year, current batteries would give 100% longer range, and with newer batteries possibly 200% longer range. Demand for 3000km (2000 miles) on a single charge is not expected to be huge, and therefore cars will not get as much batteries as now, making the car lighter and cheaper.
 
不仅电池很重要，梅赛德斯用它们的PoC汽车证明了这一点，它使用100kWh的电池，一次充电可行驶1000多公里，这是当前生产的典型的电动汽车每千瓦时行驶距离的两倍。当这种电池在2-3年内量产时，当前电池的续航里程将延长100%，而较新的电池的续航里程可能延长200%。单次充电3000公里（2000英里）的需求预计不会很大，因此汽车将不会像现在那样获得更多的电池，从而使汽车更轻、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.
 
电动汽车吸引大多数人的最大障碍是电池的费用，如果它们卖便宜一点，那将是一笔巨大的交易，它将开始把电动汽车推广到那些不富裕的人也买得起的地方。现在无论你买的是新的还是旧的，电池的价格都会让普通人望而却步。如果能生产出与现在昂贵的电池一样好或更好且价格合理的电池，这将意味着几乎所有人都可以购买电动汽车。在那之前，它们是为中上阶层或更高阶层的少数人提供的汽车。在那之前，大多数人都不会开电动车。

Lance Pickup
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.
 
能量密度的提高（你引用的13%）是重要的进步，但行驶里程和充电时间（你没有提到）不是。
首先，你所引用的范围可能是基于中国轻型汽车行驶工况（CLTC）的表面数据，这是非常不现实的。现实世界的行驶里程可能在400-450英里之间，但即便如此，这也是假设性的，因为它也高度依赖于你所驾驶的汽车。

When I consider battery tech, one of the key benchmarks is final cost. This is really what’s going to matter to the end customer. Yes, there are some that focus on range, but you can always just put a bigger battery in a vehicle to get more range if you think you need it (and most people think they need far more range than they actually do), but it’s going to cost you. Most people, if they are thinking rationally about what their range needs actually are (350 miles is going to be sufficient for most people), are going to be willing to spend as little as possible to get that level of range. So if this new battery can deliver 13% more range for the same cost as the 4680 battery that the Texas built Tesla Model Y uses, then yes, that’s significant. But is that the case here? Probably not.
 
当我考虑电池技术时，一个关键的基准是最终成本，这才是最终用户真正关心的问题。是的，也有一些人会专注于续航里程，但如果你认为有需要，你总是可以在车里放一个更大的电池来获得更大的续航里程（大多数人认为他们需要的续航里程都远远超过他们的实际需要），但这会让你付出代价。大多数人，如果他们能够理性地思考自己的实际里程需要（350英里对大多数人来说足够了），就会愿意花尽可能少的钱来达到这个里程水平。因此，如果这种新电池能够以与德克萨斯州制造的特斯拉MODEL Y使用的4680电池相同的成本提供多13%的续航里程，那么是的，这将是非常重要的。但你引用的新闻是这样吗？可能不是。

The other advantage of the higher energy density is not the outright range, but rather the fact that you could get usable range from a very small car. Of course the trend is for people to buy bigger cars, but for city cars, this could be a significant improvement (although distances traveled in cities are usually quite limited).
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.
 
更高的能量密度的另一个优点不是直接的行驶里程，而是你可以从一辆非常小的车上获得可用的行驶里程。当然，人们会倾向于购买更大的汽车，但对于城市汽车来说，这可能是一个显著的改善（尽管城市中的旅行距离通常非常有限）。
问题中引用的另一个进步是所谓的在5到10分钟内将电量从20充至80%，这几乎是纯粹的营销说法。即使这是可能的，它也需要一个巨大的电源才能如此迅速地输送这么多的能量。对于重型卡车运输等应用，这可能是合理的，但在大多数情况下这并不实际。坦率地说，就像过度的行驶里程一样，这在很大程度上是不必要的。因为在偶尔的公路旅行中，人们偶尔会停下来上个厕所并吃点东西，一般来说，即使是当前的电动汽车的充电速度也几乎可以跟上通常的停车模式。

Steve Baker
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:
 
将彻底改变该行业的新型电池技术会以每月大约一种的速度出现。
对于每一项新技术来说，他们都会选择几个参数（在这种情况下，容量、充电时间和安全性看起来都不错）而忽略大约两打其他的参数，比如：

Weight per kWh of charge.
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…
 
每千瓦时电量对应的重量。
每千瓦时对应的费用。
正常使用下的电池寿命。
极端条件使用下的电池寿命。
存储温度范围。
工作温度范围。
制造过程中使用了什么稀有材料。
是否使用了童工/奴隶制造的材料。
可回收性。
充放电效率。
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.
 
关键在于“神奇电池”的技术并不缺乏，但它们似乎从未投入使用，因为它们在发明家似乎没有注意到的一个或另一个标准上遭遇了严重失败。
所以，就像以前提出的所有类似声明一样，我们必须等待，看看是否有人会真正采用它。

Qi Chen，Studied Electrical Engineering & Management ScienceGraduated 2017
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.
 
绝对是这样，因为汽车排放量约占中国碳排放量的三分之一。在人口稠密的城市，这一问题尤其严重（在那里，除了可以用设备更好地控制污染外，还可以在偏远地区发电）。
我想我在哪里读到过，中国计划在21世纪30年代中期之前全部改用电动汽车，这对解决污染问题会有很大的帮助。
此外，问题中提到的电池的续航能力为620英里，实际上这比大多数以汽油为基础的汽车的续航能力更好。

Glen Broderick
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.
 
这项技术消除了对电动汽车最大的两个反对意见。现在电动汽车的续航里程可以比大多数汽油车更长，并且可以在10分钟内从0充电至80%。丰田花了很多钱，它们对固态电池寄予了厚望，但固态电池无法与之竞争，因为它们价格更高，可靠性更低，更难生产，与这种新型电池相比没有任何显著的优势。我认为丰田将是最大的输家，因为在发布电动汽车之前，它们已经等了好几年，等待固态电池准备就绪。

CATL is the largest battery company in the world by a factor of 2x. It’s doubtful that Tesla can lock up this technology, and it will be sold to anyone that can afford it. Especially Chinese companies, because you can bet the CCP will be putting pressure on CATL to give Chinese companies priority.
 
宁德时代是世界上最大的电池公司。特斯拉能否锁定这项技术值得怀疑，因为它将出售给任何负担得起的公司，尤其是中国企业，因为可以打赌中国肯定会对宁德时代施加压力，要求其优先考虑中国企业。

The big limitation now will be the chargers. You’re going to need 1/2 Megawatt chargers for every car in order to take advantage of this short charging time. The new Tesla semi’s will need big chargers as well (1.5MW). You might want to take these batteries to the Tesla Semi chargers- if they let you.
 
现在最大的限制是充电器。您需要为每辆车配备0.5兆瓦的充电器才能利用这种快充技术。新的特斯拉semi电动半挂式卡车也需要大型充电器（1.5兆瓦），如果允许的话，你可能会想把这些电池装到特斯拉semi电动半挂式卡车的充电器里。

Harry Kier
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.
 
汽车电池行业正在突飞猛进，几乎每周都会有新的“突破性”公告发布。这些公告大多是关于电池化学在实验室内的发展，离实际生产还需几年的时间（如果有可能的话）。宁德时代的新麒麟电池的发布十分引人注目，因为它不是电池单体的发展，而是电池包（pack-level）的发展。它之所以引人注目，是因为宁德时代是世界上最大的汽车电池生产商，它能够快速将其新的麒麟电池设计投入生产。它之所以引人注目，是因为它同时适用于镍基（锂离子）和铁基（磷酸铁锂）电池。

Per Lyngemark
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.
 
很少有人需要这么长的行驶里程。更重要的是快速充电，比如350kW快充可以在10分钟内充电到80%。
我开电动汽车已经八年了，每天跑700英里（1100公里）。我现在的车能跑330公里（200英里），这非常理想。你可开车2.5小时，然后停车20分钟吃点东西/尿尿/伸展一下腿脚，然后再开车2.5小时。在休息站有大量可以快速充电的充电器（我的充电器只能在100kW时充电）就更重要了。

Most people that just buy an electric for the first time are still living in a petrol car world where you fill up once a week and they would need their new EV to do the same… but an EV you charge daily or every few days depending on how much you drive, personally I charge it whenever the electricity is below $0.01/kWh which is very 2–3 days.
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.
 
大多数第一次购买电动汽车的人仍然生活在一个每周加油一次的汽油车世界里，他们需要他们的新电动汽车来做同样的事情……但是，你是每天还是每隔几天充电一次，这具体取决于你的需要，我个人会在电价低于0.01美元/千瓦时时充电（相当于2-3天充一次）。
我与数百位购买电动汽车的人进行过交谈，理想的行驶里程似乎是300-400公里，而非电动汽车驾驶员认为的600-1000公里…
如此大的电池显然是非常昂贵的，在全球短缺的情况下，最好将其用在2-3辆车上。
 
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.
 
电池并没有行驶里程，你必须先把它放在车里，然后才能确定行驶里程是多少。我高度怀疑他们的说法，除非我在路上看到实车。
话虽如此，但如果他们真的有什么特别的东西，你可以打赌，包括特斯拉在内的所有主要电动汽车制造商都会排队购买。
10分钟内从10%充到80%的效果明显好于目前市场上的产品，但在听了多年类似的故事后，我会等着看他们交付给客户的实际产品，然后再发表意见。

Jerry Roane
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.
 
如果汽车设计得当，那么在汽车中放置足够多的电池可以行驶622英里也没什么大不了的，目前市场上的每种电动汽车里的电池都可以做到这一点。关键在于车辆必须是低风阻的，而不是需要一个奇特的电池。电动汽车几乎与电池无关，因此任何具有成本效益的增强都是受欢迎的，只要稍加改动，就可以使用改进后的电池来实现更大的续航里程。如果真的是这样，消防安全对你来说将是更重要的功能。虽然行驶里程可以上头条，但消除电池火灾才是真正重要的事情。