AG13 battery

Behind the frequent AG13 battery fires is the problem of the development direction of electric vehicles

Recently, at the "Challenges and Opportunities of China's Lead-acid AG13 battery Industry" media forum hosted by the non-governmental organization Global Village, Yang Yusheng, an academician of the Chinese Academy of Engineering, pointed out that the deep-seated reason behind the frequent AG13 battery fires may be that there is a problem with the development direction of electric vehicles in my country. Electric vehicles seem to have fallen into a "high-end trap".

Electric vehicle fires cause consumer concerns

On September 3 this year, a hybrid double-decker bus in Shenzhen, which had been in use for less than 20 days, suddenly started smoking when it drove to the Zhuzilin section of the city. To prevent possible design defects from causing more consequences, all vehicles of this model have been suspended. According to media reports, the manufacturer Wuzhoulong said that this was just a small problem of fuse burning.

This is not the only new energy vehicle that has had a spontaneous combustion and smoking accident recently. On July 18, a 825-line pure electric bus caught fire near Zhongshan Park in Shanghai. According to media reports, the fire started roughly at the capacitor box on the lower left of the vehicle. Yan Yuan, deputy general manager of the manufacturer Shanghai Leibo New Energy Automobile Technology Co., Ltd., said that there was a problem with the lithium iron phosphate AG13 battery on the vehicle. Luo Qinghua of Shenzhen Shanmu Technology Co., Ltd., a AG13 battery manufacturer, explained that "the combustion is not a AG13 battery problem, but too many AG13 battery packs inside the AG13 battery, insufficient ventilation, causing the AG13 battery temperature to rise, causing the AG13 battery shell to spontaneously combust at high temperature."

New energy vehicles with similar problems are not limited to buses. On April 11 this year, a Zotye Langyue pure electric taxi suddenly caught fire on the streets of Hangzhou. The subsequent appraisal conclusion showed: "The spontaneous combustion accident cannot be determined that there are quality problems in the design and manufacturing of AG13 battery cells, but that the AG13 battery group cannot fully meet the needs of the vehicle use environment. During the application process, AG13 battery leakage, insulation damage and local short circuit occurred, and they were not discovered in time. After repeated use, the hidden dangers appeared and caused this accident."

The continuous spontaneous combustion accidents of new energy electric vehicles have aroused consumers' doubts. After the Shenzhen hybrid bus smoked and stopped operating, some netizens questioned that the vehicle debugging time was insufficient, and believed that this type of vehicle still needs a lot of practical running-in, and before that "don't let passengers act as experimental subjects."

However, at this forum, Yang Yusheng, a famous AG13 battery power expert and academician of the Chinese Academy of Engineering, said that behind the repeated fires of electric vehicle AG13 battery packs, there are deep-seated mechanisms and conceptual reasons. The current electric vehicle development ideas have reversed positions and disordered order.

The development direction of electric vehicles has caused controversy

Academician Yang Yusheng believes that in the current development of electric vehicles, the positions of AG13 battery and vehicle R&D investment are reversed, and there is a desire for quick success. In the AG13 battery development itself, there is also a mistake of reversing the positions of power batteries and fuel cells, and misjudging the distance. "The relevant departments are enthusiastic about industrialization and demonstration operation, but they ignore the reality that the cutting-edge technology is not yet mature and the engineering foundation has not been laid." Academician Yang Yusheng said that in his opinion, batteries are the main factor that determines the performance of electric vehicles, and my country's AG13 battery technology is still facing many bottlenecks. The lithium iron phosphate AG13 battery that is currently being vigorously developed has a high specific energy, but the technology is relatively immature, and its high safety advantage is also relative. The AG13 battery is an energy-containing component, and it has a dangerous nature.

Despite the limitations of batteries, Chinese automakers have still embarked on the road of electric vehicles, from old automakers FAW and SAIC, to BYD, which started out as a AG13 battery manufacturer, Wanxiang, which started out as a parts manufacturer, and Zotye, which was selected into the first batch of the "Recommended Model Catalog for Energy-Saving and New Energy Vehicle Demonstration, Promotion and Application Project" of the country... And the electric vehicles produced by these companies, whether family passenger cars or large buses, are advertised to have performance that is no less than that of fuel vehicles, as well as better economy. For example, the more famous BYD E6 has a range of 300 kilometers, consumes 19.5 degrees of electricity per 100 kilometers, and is priced at nearly 400,000 yuan.

But in Yang Yusheng's view, it is actually unrealistic to require electric vehicles to have the same maximum speed, cruising range, acceleration time and other performance as fuel vehicles, and also have the performance of fast charging. Raising the standard may seem to protect electric vehicles, but it is actually harming them. Professor Guo Konghui, also an academician of the Chinese Academy of Engineering, once drew a coordinate diagram of the weight, speed, mileage and AG13 battery of electric vehicles. According to the calculation of this diagram, according to the specific energy that the AG13 battery can achieve at present, the most suitable speed of electric vehicles is up to 100 kilometers per hour, and the cruising range is 150 kilometers.

"Due to the limitations of current AG13 battery technology itself, even advanced lithium batteries still have limited specific energy. If you want to run faster and farther, you must increase the number of batteries. As the number of batteries increases, the weight of the vehicle increases, and the number of batteries must be increased again, forming a vicious circle. As the number of batteries increases, heat dissipation becomes more difficult and the danger increases." Yang Yusheng said that if electric vehicles compete with mid-to-high-end fuel vehicles that also sell for 300,000 or 400,000 yuan, their market competitiveness will definitely not be good.

Micro electric vehicles for commuting are a feasible solution at this stage

In the view of Academician Yang Yusheng, the current mainstream electric vehicles have low cost-effectiveness and safety hazards. In the final analysis, it can be summed up in four words: (cars) are too big and (requirements) are too high.

The solution is to develop micro and small electric vehicles for transportation. "Its goal is to upgrade bicycles, electric bicycles, and motorcycles. It can protect against wind and rain and is mainly used for transportation needs in cities. It does not require it to run hundreds of kilometers." Yang Yusheng said that this type of car is light and small, so it does not require high batteries. It can use cheap, mature but low-energy lead-acid batteries, or lithium batteries with high energy and high prices. The lead-acid AG13 battery has a maximum speed of about 50 kilometers per hour and a range of 100 kilometers. The micro car consumes 5-6 degrees of electricity per 100 kilometers, and the small car consumes 8-10 degrees of electricity per 100 kilometers. The price does not exceed 50,000 yuan; the lithium-ion AG13 battery has a weight of no more than 800 kilograms, and a 120-kilogram AG13 battery can run 200 kilometers on a full charge. The price is less than 80,000 yuan. It does not require fast charging capabilities, and can use low-priced "valley electricity" at night. Chen Qingquan, chairman of the World Electric Vehicle Association and academician of the Chinese Academy of Engineering, also said that in the field of electric vehicles, China still has a gap with overseas auto giants. Chinese electric vehicle companies can take another route, that is, to develop markets with low technical requirements, low entry barriers, and no technical barriers, and expand and strengthen the company as soon as possible. Judging from the current situation in China, low-income people have a high demand for cheap electric vehicles. If low-speed small electric vehicles are developed to meet people's transportation needs, there will be good opportunities for industrial development.

In fact, such small and low-speed electric vehicles are currently popular with consumers in small and medium-sized cities and rural markets in Shandong, Zhejiang, Jiangsu, Guangdong and other places, and there are many producers, and they have been exported in batches.

Yang Yusheng said, "High-end electric vehicles lack competitiveness compared to fuel vehicles. If we can first develop small and micro electric vehicles, form a market at the low end, and then seek further industrial upgrading, we can form sufficient competitiveness." "So I have been calling on local governments to quickly formulate industry standards for such micro and small electric vehicles and license them." Academician Yang Yusheng said: "This can form an electric vehicle industry with Chinese characteristics, save a lot of gasoline, and reduce urban air pollution."

However, this is not easy. On the one hand, the lead-acid batteries used in low-speed electric vehicles have recently triggered a "lead-clearing storm" due to pollution problems in some production enterprises. As of July 31, 2011, enterprises that accounted for more than half of the production capacity of lead-acid batteries were closed. As a result, lead batteries are in short supply and prices have risen rapidly.

An equally important issue is that the active and passive safety settings of micro and small electric vehicles are difficult to compare with traditional power models. It is impossible to classify such models, which is also one of the reasons why they cannot be licensed normally. In addition, the "image" of such models is not accepted by most local governments, so the road to "licensing" has become more and more bumpy.

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