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class="hAd4_Afinal20a_back">  <iframe id='a890e388' name='a890e388' src='https://ad.eepw.com.cn/www/delivery/afr.php?zoneid=88&cb=INSERT_RANDOM_NUMBER_HERE' frameborder='0' scrolling='no' width='660' height='60'><a target='_blank'><img src='https://ad.eepw.com.cn/www/delivery/avw.php?zoneid=88&cb=INSERT_RANDOM_NUMBER_HERE&n=a635e61e' border='0' alt='' /></a></iframe> </div> <div style="margin-top:28px;"></div> <div id="pcwitjz" class="content" id="contentDiv" style="position:relative;"> <div id="idaqunc" class="editorNote"> <strong>編者按</strong>：新能源汽車進(jìn)入發(fā)展高速期，技術(shù)突破和安全性上的挑戰(zhàn)隨之而來。</div> <br/> <div id="frhhsps" class="ad_300x180_Afinal13_back">  <iframe id='a225770a' name='a225770a' src='https://ad.eepw.com.cn/www/delivery/afr.php?zoneid=87&cb=INSERT_RANDOM_NUMBER_HERE' frameborder='0' scrolling='no' width='300' height='200'><a target='_blank'><img src='https://ad.eepw.com.cn/www/delivery/avw.php?zoneid=87&cb=INSERT_RANDOM_NUMBER_HERE&n=a576c0a2' border='0' alt='' /></a></iframe> </div> <span id="contentlabels" style="font-size:14px;"><p>　　8月20日遼陽一輛<a class="contentlabel" href="http://www.ex-cimer.com/news/listbylabel/label/電動(dòng)汽車"><em>電動(dòng)汽車</em></a>著火，8月23日聊城發(fā)生電動(dòng)火車著火事件，8月25日成都威馬汽車起火，8月26日安徽銅陵一輛安凱電動(dòng)客車著火……2018年5月到8月，公開報(bào)道的<a class="contentlabel" href="http://www.ex-cimer.com/news/listbylabel/label/電動(dòng)汽車"><em>電動(dòng)汽車</em></a>事故多達(dá)16起，其中事故原因判斷為“充電自燃”就有9起，其他事故原因包括電池故障、電器元件短路、停放中自燃等等。新能源汽車進(jìn)入發(fā)展高速期，技術(shù)突破和安全性上的挑戰(zhàn)隨之而來。</p>本文引用地址：<a href="http://www.ex-cimer.com/article/201810/393166.htm">http://www.ex-cimer.com/article/201810/393166.htm</a><p>　　新能源汽車主是指采用非常規(guī)的車用燃料作為動(dòng)力來源的汽車，目前市面上最常見的是純<a class="contentlabel" href="http://www.ex-cimer.com/news/listbylabel/label/電動(dòng)汽車"><em>電動(dòng)汽車</em></a>和混合動(dòng)力汽車。與普通汽車需要內(nèi)燃機(jī)一樣，電動(dòng)汽車需要?jiǎng)恿﹄姵靥峁┣斑M(jìn)的能量，目前動(dòng)力電池中最主要的類型是鋰離子蓄電池。</p><p>　　“遵循科學(xué)規(guī)律，不要盲目”、“先把安全可靠的技術(shù)發(fā)展起來”，在10月17日至18日北京舉行的“中國(guó)宜春·2018全球鋰電產(chǎn)業(yè)鏈高峰論壇”上，來自學(xué)界業(yè)界的人士，紛紛就<a class="contentlabel" href="http://www.ex-cimer.com/news/listbylabel/label/鋰電池"><em>鋰電池</em></a>發(fā)展安全性的問題，如是呼吁。</p><p>　　鋰離子電池(Li-ion Battery)由<a class="contentlabel" href="http://www.ex-cimer.com/news/listbylabel/label/鋰電池"><em>鋰電池</em></a>(Lithium Battery)發(fā)展而來。<a class="contentlabel" href="http://www.ex-cimer.com/news/listbylabel/label/鋰電池"><em>鋰電池</em></a>在人們的生活中由來已久，比如紐扣電池就屬于鋰電池。鋰電池的正極材料是二氧化錳或亞硫酰氯，負(fù)極是金屬鋰。電池組裝完成后電池即有電壓，不再充電。鋰電池一般禁止充電，因?yàn)槠涑潆姺烹娺^程中容易形成鋰枝晶，造成電池內(nèi)部短路。</p><p>　　1992年，日本索尼公司發(fā)明了以炭材料為負(fù)極，以含鋰化合物作正極的電池，在充放電過程中，只有鋰離子，沒有金屬鋰存在，也就是現(xiàn)在的鋰離子電池。此后，日本索尼能源開發(fā)公司和加拿大Moli能源公司分別研制成功了新型的鋰離子蓄電池(以下簡(jiǎn)稱“鋰電池”)。目前鋰電池已廣泛用于各類手持式電子產(chǎn)品和電動(dòng)汽車上。</p><p>　　對(duì)于鋰電池來說，性能好壞表現(xiàn)在兩個(gè)指標(biāo)上：一個(gè)是充放電倍率，代表了電池的充電速度;一個(gè)是能量密度，決定了一輛車能續(xù)航多少公里。然而，對(duì)這兩項(xiàng)指標(biāo)的盲目追求，很大程度上犧牲的是安全系數(shù)。</p><p><strong>　　“快速充電技術(shù)目前還沒有出路”</strong></p><p>　　“這些著火的事件，至少有60%是在充電或充電剛剛結(jié)束的時(shí)候出的事，說明充電出了大問題?！?國(guó)家863電動(dòng)車重大專項(xiàng)動(dòng)力電池測(cè)試中心主任王子冬表示。</p><p>　　鋰電池在充電過程中，鋰離子在兩個(gè)電極之間往返嵌入和脫嵌，正極負(fù)極不發(fā)生氧化反應(yīng)。但是王子冬提出，現(xiàn)在充電的方法和使用過程充電都是用的氧化還原反應(yīng)，不是鋰電池遵循自身規(guī)律應(yīng)該有的充電方法。此前王子冬團(tuán)隊(duì)的實(shí)驗(yàn)結(jié)果顯示，使用現(xiàn)在的充電方法，大概能使電池壽命降低30%。因此在這樣的情況下，王子冬認(rèn)為不應(yīng)當(dāng)考慮用大電流充電。</p><p>　　鋰電池的充放電倍率是指單位額定容量?jī)?nèi)的充放電電流，例如額定容量為100Ah的電池用20A充放電時(shí)，其充放電倍率就為0.2C。一般鋰電池充電電流設(shè)定在0.2C至1C之間，電流越大，充電越快，但同時(shí)電池發(fā)熱現(xiàn)象也越嚴(yán)重。目前純電動(dòng)汽車的充電容量都是慢充化的，基本在0.3C到0.5C之間。另一方面，用過大的電流充電會(huì)造成容量不夠滿，這是因?yàn)殡姵貎?nèi)部的電化學(xué)反應(yīng)需要時(shí)間。和倒啤酒的一樣，倒太快會(huì)產(chǎn)生泡沫，反而倒不滿。</p><p>　　北京大學(xué)新能源材料與技術(shù)實(shí)驗(yàn)室主任其魯介紹，今天的多元正極金屬?gòu)?fù)合氧化物電池要實(shí)現(xiàn)8分鐘充電，理論上大概要用10C的倍率才能做到，“這個(gè)能量不可想象”。</p><p>　　這些技術(shù)瓶頸實(shí)際上并不是新問題，其魯是中國(guó)鋰電池研究領(lǐng)域的先鋒人物之一，曾擔(dān)任2008年奧運(yùn)會(huì)清潔能源電動(dòng)車用動(dòng)力電池項(xiàng)目的首席科學(xué)家，早在北京奧運(yùn)會(huì)時(shí)期，他們就針對(duì)各類問題做過各種實(shí)驗(yàn)。當(dāng)時(shí)三元材料電池已經(jīng)可以在5分鐘內(nèi)完成充電。在實(shí)驗(yàn)里，三元鋰電池在快速充電的過程中，熱量不能迅速釋放，使得爆炸的可能性大大增加?？紤]到安全問題，其魯表示這種技術(shù)不能用到純電動(dòng)車上，只能用在電池混合動(dòng)力車。</p><p>　　此外，動(dòng)力電池的快充還面臨著一個(gè)非?，F(xiàn)實(shí)的問題——城市的電力基本設(shè)施無法滿足個(gè)需求。假設(shè)一輛公交車用的是150kWh的電池，需要5分鐘來充電，一輛公交車就需要100kW供電能力，如果同時(shí)有幾百輛上千輛公交車一起充電，會(huì)對(duì)電網(wǎng)造成很大的沖擊。</p><p>　　“今天的城市電網(wǎng)根本做不到這一點(diǎn)?！逼漪敱硎?。</p><p>　　目前，王子冬的團(tuán)隊(duì)正研究充電過程中根據(jù)電池特性調(diào)整充電方法，改了不同的充電方法后，普通標(biāo)準(zhǔn)充電法充500次的電池壽命，在新方法下可以做到充電1000次，有效減緩了電池的衰減。所以王子冬表示，即便有很多瓶頸，鋰電池一定會(huì)有特別適合自己的充電方法。</p><p>　　其魯認(rèn)為，現(xiàn)階段最合適的是以車位為單位接線充電，兩三個(gè)小時(shí)、五六個(gè)小時(shí)、甚至一個(gè)晚上，這是充電技術(shù)完全可以做到。通過先把安全可靠的充電方式發(fā)展起來，來推動(dòng)電動(dòng)汽車的穩(wěn)步、安全、健康發(fā)展。</p><p><strong>　　能量密度與安全性是一對(duì)矛盾</strong></p><p>　　2018年2月，財(cái)政部、工信部等四部委聯(lián)合發(fā)布《關(guān)于調(diào)整完善新能源汽車推廣應(yīng)用財(cái)政補(bǔ)貼政策的通知》，取消了對(duì)續(xù)駛里程150公里以下純電動(dòng)車的補(bǔ)貼，對(duì)續(xù)駛里程超過300公里的純電動(dòng)車補(bǔ)貼則增至3.4萬元，超過400公里的車型補(bǔ)貼增至5萬元。</p><p>　　美國(guó)加州大學(xué)戴維斯分校中國(guó)交通能源中心主任王云石分析，這意味著純電動(dòng)車在達(dá)到與汽油車類似的續(xù)駛里程后，續(xù)駛里程越長(zhǎng)越好。新政策可能希望通過對(duì)動(dòng)力電池系統(tǒng)能量密度的要求，來推進(jìn)動(dòng)力電池的發(fā)展。</p><p>　　鋰電池的能量密度(Wh/kg)是指單位重量的電池能儲(chǔ)存的能量多少，主要由電池的材料特性決定。按普通鉛酸電池的能量密度約為40Wh/kg計(jì)算，如果使用鉛酸電池驅(qū)動(dòng)家用汽車行駛200公里以上，則需要將近1噸的電池。因此把電池重量控制在一定范圍的前提下，電池的能量密度越大，汽車的續(xù)航里程就越長(zhǎng)。</p><p>　　能量密度數(shù)值理應(yīng)是越高越好，但電池是能量高度集中的小型裝置，當(dāng)更小體積里聚集更多能量時(shí)，如果使用不當(dāng)，比如溫度升高或突然遇到劇烈碰撞，其產(chǎn)生的后果甚至可以和炸彈相提并論。</p><p>　　根據(jù)新能源研究院真鋰研究發(fā)布的最新數(shù)據(jù)，2018年6月份之后，120Wh/kg的電池包的裝機(jī)量占比達(dá)到了約95%，而一年前的6月該比重僅為7.3%。也就是說國(guó)內(nèi)電池系統(tǒng)能量密度的進(jìn)步數(shù)以“驚人的速度”遠(yuǎn)遠(yuǎn)超過了海外。</p><p><br /></p><center><img alt="鋰電池?zé)岬睦渌伎迹含F(xiàn)今的電動(dòng)汽車能快充嗎？" src="http://cms-bucket.nosdn.127.net/catchpic/c/c0/c06fab1b2556a8945835693f67bba6fb.jpg?imageView&thumbnail=550x0" width="500" height="266" border="0" hspace="0" vspace="0" style="width:500px;height:266px;" /></center><p><br /></p><p>　　2017-2018.8中國(guó)電動(dòng)汽車乘用車產(chǎn)量中不同能量密度電池包的裝機(jī)占比來源：真鋰研究</p><p>　　盡管在高能量密度電池包的裝機(jī)數(shù)量有了極大提升，但如何平衡能量密度與安全性的問題尚未得到解決。</p><p>　　“在今天，能量密度毫無疑問和電池安全性成反比，我們還沒有解決好這個(gè)問題。” 其魯表示。</p><p>　　目前中國(guó)國(guó)內(nèi)量產(chǎn)的鋰電池，理論電芯能量密度在300到400Wh。在這個(gè)上限尚無突破辦法的情況下，可以通過減磨隔膜的方式，擴(kuò)大材料空間，從而提高能量密度。隔膜的作用是使電池的正、負(fù)極分隔開來，防止兩極接觸而短路，并讓電解質(zhì)離子通過。</p><p>　　“這是最簡(jiǎn)單，也是最危險(xiǎn)的辦法?！蓖踝佣硎?。</p><p>　　王子冬介紹，此前他的研究團(tuán)隊(duì)了解過三星Note7的著火事件，檢查發(fā)現(xiàn)三星Note7的電池使用的隔膜約在45微米到46微米左右厚，在使用同質(zhì)材料的情況下，有些動(dòng)力電池制造廠商甚至在考慮用10微米、8微米厚的隔膜，在他看來這樣的想法“很膽大”。</p><p>　　由于電池制造過程當(dāng)中避免不了掉顆粒的現(xiàn)象，實(shí)際隔膜都會(huì)帶些細(xì)微的“工傷”，在材料沒有突破的前提下，超薄的隔膜、可燃的電解液、加上暗流涌動(dòng)的枝晶，若在這一環(huán)節(jié)鋌而走險(xiǎn)便會(huì)埋下爆炸隱患。</p><p>　　“在沒有掌握住鋰電池的著火規(guī)律前，把控能量密度、安全性和壽命的平衡關(guān)系，是我們不能忽視的問題?！蓖踝佣f。</p><p>　　實(shí)際上，能量密度與安全性這一“魚與熊掌”的問題，不僅困擾著中國(guó)的鋰電池技術(shù)發(fā)展，同樣也困擾著業(yè)內(nèi)領(lǐng)先的韓國(guó)和日本。來自德意志證券韓國(guó)公司的分析師Seunghoon Han表示，目前沒有哪家公司敢說其技術(shù)路線是完全確定的，但每個(gè)公司都認(rèn)為他們的電池是最安全的。鑒于其他很多行業(yè)都通過標(biāo)準(zhǔn)化和規(guī)范化，引導(dǎo)解決了很多安全問題，如今鋰電池行業(yè)發(fā)展面臨的這些安全問題，或許也可以需要標(biāo)準(zhǔn)化來解決。而這些發(fā)展瓶頸期的問題，并不影響快充技術(shù)和提高能量密度依然是未來的技術(shù)發(fā)展方向。</p><p>　　“只有將安全指標(biāo)標(biāo)準(zhǔn)化、規(guī)范化之后，技術(shù)發(fā)展才會(huì)更容易確定哪些是更安全的，哪些是不安全的?！盚an表示。</p><p>　　另一方面，高能量密度意味著需要高密度的材料，高密度的材料將會(huì)決定儲(chǔ)存電能的大小。當(dāng)一種材料能做到的厚度達(dá)到安全極限卻還低于人們期望的時(shí)候，很多人將目光轉(zhuǎn)向?qū)で笮碌牟牧?。王子冬認(rèn)為，如果沒有材料上突破，突破高能量密度這一問題，將會(huì)在瓶頸期會(huì)停滯很長(zhǎng)的時(shí)間，10年或50年都有可能。</p><p>　　而對(duì)于最近很火的石墨烯、納米材料等，其魯卻并不看好。他表示，包括此前使用的硫酸亞鐵鋰在內(nèi)，這些材料實(shí)際上都是低密度材料，而三元材料多元材料等密度則高很多，未來甚至還能將密度做得更高。</p><p>　　“從材料角度看，石墨烯導(dǎo)電性能好，但由材料推導(dǎo)到電池再推導(dǎo)到電動(dòng)車上，概念能一樣嗎?”其魯說，“納米材料在這個(gè)領(lǐng)域當(dāng)中不會(huì)有什么具體應(yīng)用?！?/p><p>　　不管是快充還是高能量密度，其魯認(rèn)為一定要戒驕戒躁、保持警惕，尤其對(duì)類似固態(tài)鋰電池這類能保證能量密度、使用又安全的技術(shù)，在沒有很好電導(dǎo)率的電解質(zhì)材料出現(xiàn)之前，對(duì)這類電池的產(chǎn)業(yè)化不應(yīng)抱有太多期望。</p><p>　　“我們還是要全力以赴發(fā)展出我們可行的技術(shù)，我認(rèn)為最重要的是我們‘明天的技術(shù)’?！逼漪敱硎?。</p></span> 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