18650 battery 3.7v 2200mah

　　At present, 18650 battery 3.7v 2200mah density should not be pursued blindly

　　What's the reason behind the frequent fires involving electric vehicles this past summer? What reflections should be caused? In the entire electric vehicle industry chain, what roles should the government, enterprises, battery suppliers, and charging service providers play?

　　"The improvement of technical indicators of electric vehicles needs to be slowed down a little, potential risks eliminated, and the foundation consolidated to seek more quality growth. With the gradual withdrawal of subsidies, the electric vehicle industry is facing a reshuffle, with backward technology and poor quality Companies that are bad, frequently cause accidents, have poor management, and pursue short-term profits must exit the market.”

　　It is undeniable that frequent fire incidents have seriously affected consumer confidence in electric vehicles. In this regard, Wang Binggang believes that "most electric vehicles are definitely safe, but fires still occur in a small number of models. We need to do some analysis on the fires that occur, whether they are product design, production quality, charging management, or other issues. We cannot generalize." . I advocate objective investigation by a third-party organization and publishing the investigation and analysis results to the public. Doing so will help consumers understand the truth and relieve panic. Products and companies that frequently have problems should be withdrawn."

　　The rapid development of electric vehicles has driven the development of power batteries. As the core of electric vehicle power, battery performance is not only related to the driving range of the vehicle, but also to the safety and reliability of the product. It can be said that, to a large extent, power batteries determine the development of pure electric vehicles.

　　In response to questions about the safety of ternary lithium batteries in the electric vehicle fire incident, Wang Binggang emphasized, “Whether a battery is safe must be based on whether it can meet safety requirements, and cannot simply be based on the material used, nor can it simply be said Ternary materials are not safe.”

　　18650 battery 3.7v 2200mah density should not be pursued excessively

　　"21st Century Business Herald" (hereinafter referred to as reporter): spontaneous combustion accidents of electric vehicles occur frequently, and the safety of ternary lithium batteries has become a focus issue. Compared with lithium iron phosphate batteries, are the safety risks of ternary lithium batteries relatively small? high?

　　Wang Binggang: First of all, we must investigate the current accident. Without investigation, we have no right to speak. We cannot arbitrarily believe that ternary materials have safety risks or must be stopped. After the investigation, it will be seen whether accidents have occurred at all vehicle manufacturers that use ternary materials, especially mainstream vehicle manufacturers. If no accidents occur at mainstream car manufacturers with large production volumes, it means that not all ternary materials are risky. If it is concentrated on a few car manufacturers, then look at their batteries to determine which car manufacturer or battery company has the bigger problem.

　　Lithium iron phosphate batteries have advantages in terms of safety. Currently, the energy density of a single battery has increased to 160-170 kilowatt hours per kilogram. I have always advocated the use of lithium iron phosphate batteries in places with particularly high safety requirements, such as buses. In passenger cars, I learned that many excellent companies have done a good job in the safety of ternary material batteries. Our judgment on battery safety must be based on whether it can meet safety requirements, not on materials. There are various formulas for ternary material batteries, and different companies have different safety standards. We cannot simply say that ternary materials are unsafe.

　　Reporter: For car companies that design their own battery systems, some people call for establishing different management systems based on different cell materials. What do you think?

　　Wang Binggang: The cell system designs of ternary batteries and lithium iron phosphate batteries are definitely different. But for the same ternary battery, it is unrealistic to only strengthen the system design for poor-quality cells. The source of safety accidents still lies in the single unit. If the single unit is not up to standard, it is impossible to rely on system design to ensure it. Of course, the situation of each car company is different. Some car companies purchase systems directly from battery companies, but OEMs with strong design capabilities generally do their own design.

　　Reporter: While spontaneous combustion of electric vehicles occurs frequently, the battery industry is also undergoing a reshuffle. Many battery companies such as Waterma are struggling to survive. What is the reason behind this?

　　Wang Binggang: The investment boom in the battery industry was very serious before. The main reason is that this industry does not require access and can be built with local approval. In addition, everyone generally believes that batteries are an important investment opportunity, so they are buying equipment and building factories. However, only a few companies have truly mastered battery technology. Many companies lack understanding of batteries and have poor quality control and battery R&D levels. However, amid the boom in new energy vehicles, batteries produced by these companies have also been installed on vehicles and received subsidies. At present, there are too many battery companies and they are too saturated, and the quality of batteries varies. The reshuffle of the battery industry is an inevitable trend.

　　Reporter: Currently, the state’s encouragement of high-mileage vehicles forces companies to continuously improve the energy density of batteries. What is the relationship between this and the safety of electric vehicles?

　　Wang Binggang: There is definitely a contradictory relationship between 18650 battery 3.7v 2200mah density and safety. The higher the energy density, the higher the technical requirements for safety. After the energy density increases to a certain level, safety technology will be more difficult to achieve.

　　I suggest that the current pursuit of 18650 battery 3.7v 2200mah density cannot be higher, and policies should not overly encourage long cruising ranges. Under current technical conditions, an energy density of more than 200 kilowatt-hours per kilogram is a threshold. The national goal is to achieve 300 to 350 kilowatt-hours per kilogram by 2020. I think it will be very difficult to go higher. Of course, laboratories can make There are various battery solutions with high energy density, but in order to be industrialized, two major issues of safety and lifespan need to be solved, which requires a process. As far as I know, I think the possibility of major technological breakthroughs in battery products in the next ten years or so is relatively small.

　　We should no longer emphasize access and neglect supervision.

　　Reporter: Is the spontaneous combustion of electric vehicles also testing the government's supervision of electric vehicle companies? What do you think about this?

　　Wang Binggang: Once a spontaneous combustion accident occurs, enterprises are the most concerned and must investigate. However, enterprises only stand on their own side, so the state or other social institutions should investigate the fire accident. Throughout the electric vehicle industry, the country has always emphasized access and neglected supervision. Access is difficult, and even minor changes need to be reported. However, after entering the industry, the state's supervision is weak, and inspections are usually only started after an accident occurs.

　　To completely change our management system, we should reduce the burden of enterprise front-end access. We should not announce any small changes, simplify the complex, and speed up the enterprise update cycle. However, we should vigorously strengthen the supervision of the back-end and establish a long-term The regulatory mechanism requires heavy fines or even withdrawal if there is a problem, and there must be legal guarantees so that companies will not take risks.

　　Therefore, I think it is still necessary to build a normal system to increase the cost of corporate violations. The causes and responsibilities of vehicle accidents should be raised to the legal level. This involves whether the relevant laws are sound, who will identify them, and who will enforce the law. Of course, we still need to establish such a system as soon as possible so that companies will always feel strong regulatory pressure.

　　Reporter: What is the supervision in other countries?

　　Wang Binggang: Taking the United States as an example, access is not difficult, but the government keeps an eye on the market. Testing agencies randomly inspect products from the market at any time, focusing on newly launched products and products that consumers have reported and complained about. Once a company is found to have failed to meet standards in terms of emissions, safety, etc., the production company will be severely punished, and even the products will be banned from sale. For example, Volkswagen's emissions scandal has very serious consequences. Under this system, car companies dare not break the law easily.

　　Analyzing some safety accidents of electric vehicles in our country, some are very low-level mistakes, such as no protection during the charging process, charging after the battery is fully charged, and charging until the battery pack bulges and catches fire. Such problematic products have also passed the access inspection, which either shows that the access is not strict, or that it is not produced according to the requirements. The inconsistency in quality and specifications between the products submitted for inspection and those produced is a serious problem.

　　Reporter: How should the responsibilities of car companies and battery companies be divided after an electric vehicle accident?

　　Wang Binggang: The car companies should be responsible. I believe that car companies should bear overall responsibility for safety issues related to product quality. Car companies have the responsibility to evaluate parts suppliers. If safety accidents occur due to parts problems, car companies should also hold suppliers accountable.

　　Reporter: Many battery companies are now facing huge financial pressure. Does the national subsidy policy need to be adjusted to avoid adverse effects on the entire industry?

　　Wang Binggang: I think the improvement of electric vehicle technical indicators needs to be slowed down a little, potential risks eliminated, and the foundation consolidated in order to seek more quality growth. As subsidies gradually withdraw and reshuffle begins, an exit mechanism must be established to eliminate backward technologies and companies pursuing short-term benefits, so that the industry can develop healthily.

　　When it comes to subsidies, I think my country's subsidy policy has played a vital role in the development of new energy vehicles, but now it seems that the overall amount of subsidies is on the high side, and companies are overly dependent on subsidies. Subsidies are now gradually declining, and other non-subsidy incentive policies are gradually being introduced, which will be conducive to the development of industries in accordance with the laws of the market.

　　Electric vehicles and fuel vehicles will run in parallel

　　Reporter: Could you please summarize what is the reason for the spontaneous combustion of electric vehicles?

　　Wang Binggang: The main cause of battery accidents lies inside the battery cell. The battery spontaneously ignites due to thermal runaway, which is the internal cause of battery combustion. The design of the battery, the quality of the materials, and the control of the production process determine the basis of battery safety. I have visited many advanced battery production processes, and they are very strict about environmental cleanliness and temperature and humidity control.

　　The second layer of measures for the safety of electric vehicles is the battery system. A good system provides a balanced and stable working environment for the battery cells, reduces the impact of electrical, mechanical and thermal loads, and provides waterproof, dustproof, mechanical impact protection and high-voltage insulation. Protection, battery system design is very important. But I don’t agree with the design idea that we can rely on the design of the battery pack to accommodate poor quality cells. That would make the battery pack design very complex and costly, reducing the energy density of the battery system. The third layer of measures lies in the design of the entire electric vehicle, including collision prevention, external circuit safety, flame retardant materials, etc. For vehicles with high fire protection requirements such as buses, we must also consider how to escape and extinguish the fire in the event of a fire; in addition to vehicles , and there are also charging safety issues. The last step is to monitor the network. Network monitoring must play a role and not become a decoration.

　　Reporter: Many spontaneous combustions occur during the charging process. How to prevent electric vehicles from catching fire during charging?

　　Wang Binggang: I think the mainstream technology of electric vehicles is safe. Among the fire accidents that have occurred, several occurred during the charging process or shortly after charging, because the current is the largest during charging, which is when the thermal load of the tram is largest and the internal temperature is most unbalanced. This is why I am personally very opposed to the rush to implement 350kWh fast charging technology. Fast charging is more harmful to the battery and has a greater impact on the battery life. It can be said to shorten the battery life. As a long-term effort, I have no objection, but at present, safety must be the premise, and special attention must be paid to battery safety issues that cannot be completely let go.

　　I advocate that electric vehicles should be charged as slowly as possible, which is not only beneficial to battery safety and service life, but also conducive to utilizing low-peak power at night. According to statistics, more than 80% of private electric vehicles have installed charging piles, and the remaining There are many charging stations at the company for charging. Only a small number of private car buyers rely on public charging piles, and we do not need to impose the refueling mode of gasoline vehicles on electric vehicles.

　　Reporter: Under the premise that the country encourages high cruising range and high energy density, what is the development trend of electric vehicles?

　　Wang Binggang: At present, some experts at home and abroad are pushing for the performance of electric vehicles to be on par with fuel vehicles. They need to achieve a cruising range of four to five hundred kilometers and fast charging that can be completed in a few minutes, making electric vehicles a comprehensive substitute. For fuel vehicles, these ideas go against the development rules of electric vehicles.

　　I believe that within ten or even twenty years, electric vehicles will be positioned as urban vehicles. Before there are major breakthroughs in battery technology, electric vehicles will form a complementary relationship with fuel vehicles.

　　Fuel vehicles have been the mainstream technology of automobiles for a long time. The main development direction of fuel vehicle power systems is hybrid power, which will also effectively reduce fuel consumption and emissions. Recently, we were conducting a study on the carbon emissions during the life cycle of automobiles and found that the carbon emissions during the entire life cycle of electric vehicles with high energy consumption are higher than those of hybrid vehicles with low energy consumption. It shows that from the perspective of emissions, fuel vehicles can also achieve very good fuel consumption and emissions. We should not deny the technology of fuel vehicles, and from the perspective of energy structure, diversification is the safest. The country must pay attention to the development of electric vehicles as well as the technological progress of fuel vehicles.

　　The development of electric vehicles in the world has experienced "three ups and two downs". The current "third rise" is in very good development. I am convinced that it can stand up this time. It has been accepted by consumers and will play an important role in the automotive product market. Quickly capture a significant share. But it is still impossible to completely replace fuel vehicles, because the technology of internal combustion engines in terms of environmental adaptability, power, horsepower, etc. is already very mature. It is not easy to replace it. Therefore, I oppose the establishment of a timetable for "banning the sale of fuel vehicles" in China. It is argued that electric vehicles and fuel vehicles will develop in parallel for a long time.

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