Shulou(Shulou.com)11/24 Report--

After the Beginning of Winter, most of the north will enter winter, as the temperature drops day by day, and new energy vehicles will face the annual "big test"-endurance attenuation. Although the sales of new energy vehicles have continued to rise in the past year, the "curse" of low-temperature driving range in winter still haunts car owners.

Pure electric vehicles that drive for two or three days with a single charge in summer may be difficult to meet the daily commuting needs of car owners in winter. What is even more distressing is that the charging speed of new energy vehicles will also be slower at low temperatures. Not to mention how painful it is to go out looking for a pile to recharge in winter.

Therefore, many northern users hold a wait-and-see attitude towards pure electric vehicles, and hope that with the progress and development of technology, the problem of "discount" for low-temperature battery life of pure electric vehicles can be overcome as soon as possible. At the worst, you have to wait until the charging facilities are further improved and charging in winter is no longer a problem before you choose to buy.

However, industry insiders point out that for pure electric vehicles on the market this year, in the coming winter, instead of significantly improving the problem of battery decay, the "discount" for battery life will be greater, and a "50% discount" for low-temperature range may become the norm.

So what kind of mystery is this hiding?

Why is the standard of "01" CLTC operating condition more "virtual"? Consumers who are concerned about the new energy vehicle industry may find that the official mileage of pure electric vehicles on the market this year has improved to some extent. Even the annual minor changes to pure electric models have increased their nominal battery life by about 10% while keeping the capacity of the battery pack unchanged.

As a matter of fact, the improvement in the range of new cars is not due to technological progress in the industry, but to a change in the standard of range testing: from the original NEDC mode to the CLTC condition, which is claimed to be "more in line with China's national conditions", resulting in a sudden increase in the range of pure electric vehicles.

"the battery life of the same electric car under CLTC condition is much higher than that under NEDC condition, but it is also more virtual." Li Haiyang (a pseudonym), an automobile test engineer, said that at present, when domestic consumers buy pure electric vehicles, they are used to giving a 20 per cent discount on driving range under NEDC conditions as a reference value for actual mileage.

But the CLTC standard seems to be more "friendly" for pure electric vehicles:

After all, compared with the highest speed condition of NEDC standard 120km / h, CLTC extreme speed condition is only 114km / h, and the proportion of low speed condition duration (test mileage) is relatively high, and the average test speed is lower than NEDC standard.

In fact, CLTC simulation is more stop-and-go, frequent acceleration and deceleration of urban road conditions, compared with NEDC, more in line with the more congested domestic city scene, testing fuel vehicles, its actual fuel consumption, driving life is more accurate.

However, it should be known that, unlike fuel-efficient vehicles at high speed, the power consumption of pure electric vehicles at low speed is much lower than that at high speed. According to Li Haiyang's test, the power consumption of pure electric vehicles cruising at the 120km / h highway is 1.5 to 1.8 times that of the 60km / h.

"car owners who commute frequently and use cars in urban areas may feel that CLTC service is quite accurate, but as long as they take a few trips to expressways and highways, they will immediately find that the battery life and power will drop faster than expected." He said frankly that consumers who bought pure electric cars could not run in the city all the time without getting on the highway.

As a result, many car owners also complain that the pure electric cars just bought this year are more imaginary than the battery life of the previous generation (that is, tested under NEDC conditions). If the NEDC mileage is equal to the actual mileage, the CLTC mileage will be reduced by 25% or even 30% to get close to the actual mileage.

In other words, if consumers still estimate the actual mileage of pure electric vehicles at a "20% discount" this year, they may suffer a big loss. The original plan of "one charge for three days" may become "one charge for two days" in order to meet the daily use.

"if there is a 30% discount on the claimed range in summer, the gap between the actual range in winter will be even greater." Li Haiyang said frankly that unlike some car companies and new forces, after testing, his company decided that the models currently on sale, the declared mileage value, is still based on NECD operating conditions.

As for the reason, it is to avoid the actual service life of pure electric vehicles in winter, with a large gap, which is complained by car owners and users, affecting the reputation of the brand. Some people in the industry pointed out that the CLTC mileage of pure electric vehicles is more virtual than NEDC, but enterprises are based on the existing standards, and there is no fraud or "hoodwinking" of consumers.

But in the first half of this year, when new cars were sold in China, the penetration rate of pure electric vehicles has exceeded 21%. With such a high penetration rate, coupled with long-standing consumer complaints about low driving range, why is the industry's battery life standard still "false"?

"02" electric vehicles still lack exclusive test standards to find out why the nominal mileage of pure electric vehicles is "out of reality". Perhaps we should start with the most mainstream working condition test standards in China. In fact, neither NEDC nor CLTC is the exclusive mileage test standard for pure electric vehicles.

The full name of NEDC is "New European driving cycle". As its name implies, it is a test standard generally recognized by the Ministry of Industry and Information Technology and the industry when there is a lack of corresponding operating condition test standards in the early days of the industry. According to industry insiders, the test models NEDC aims at in Europe are traditional fuel vehicles, and the data obtained from the test are not reliable.

CLTC, which is more suitable for the actual use of cars in China, is not specifically aimed at new energy sources, especially pure electric vehicles. For fuel vehicles, CLTC operating conditions are more stringent than the unreliable NEDC standards.

However, due to the fact that there are many variables between pure electric vehicles and fuel vehicles in the actual vehicle environment, pure electric vehicles apply CLTC standards, which undoubtedly magnifies the gap between the test range and the actual mileage. In addition, both NEDC and CLTC simulate the working conditions of the vehicle in the laboratory, which deviates from the real environment.

"NEDC and CLTC are just differences in operating speed and cycle, but both complete the test on the bench." Li Haiyang said that in the low temperature environment in winter, the warm wind, which has little impact on the fuel consumption and range of traditional fuel vehicles, has a great impact on pure electric vehicles.

After all, pure electric vehicles with no engine waste heat use electricity to heat the battery pack and occupants, and even the most advanced heat pump systems require a certain amount of electricity to drive. However, whether warm air in winter or air conditioning in summer, similar working conditions are not included in the NEDC and CLTC standards.

"since it is recognized in the standard industry, car companies will not add variables to their disadvantage during testing." He stressed that pure electric vehicles in a more ideal laboratory environment, the test mileage, the result itself is false. In winter, due to the characteristics of lithium batteries, battery life will decay.

What's more, it is impossible for car owners to drive in winter without turning on the warm air function as they do in the laboratory. But if the warm wind is turned on, there will be a discount for the duration of the flight. Li estimates that once the temperature in the north is below minus 7 degrees Celsius, there will be a 50 per cent or even 60 per cent discount on actual mileage for many electric cars that use CLTC conditions.

Of course, after watching the jokes of "quilt" driving in winter for several years, many would-be car owners have learned that before buying pure electric cars, they do not look at the nominal driving range, but instead study the winter driving tests of self-media cars, and only choose the models with the lowest attenuation in winter driving tests.

"but if the media wants to survive, it is naturally impossible to be completely neutral, and the performance of the test models must have some emphasis, which is not difficult to explain why there are some differences in winter road test results of different media, platforms and different pure electric vehicles. The same environment, mileage, throttle point, the actual range will also be reduced."

Li Haiyang said frankly that the reason why pure electric cars are "electric dads" and become a metaphysics when it comes to driving in winter is that the industry lacks targeted testing standards that can let consumers understand the true characteristics of the products.

After all, the test standard is like a final exam in a university. In a more relaxed industry atmosphere, new energy car companies will naturally choose "test papers" that are easier to score. As for the score, it is 60 points, of course, without failing the course.

The absence of the "03" cryogenic test makes it difficult to understand the anxiety about driving. So, will consumers who plan to buy new energy, especially pure electric vehicles, have no way to understand the true characteristics of the products and continue to drive in winter?

Since the beginning of this year, the problem of limited service life of CLTC has caused extensive discussion on the Internet. However, there is also a big V in the industry that users complain that the battery life of pure electric vehicles is too weak under the CLTC standard, which is really hypocritical.

The person believes that: from the perspective of pure electric vehicles, there is no essential difference between WLTP, CLTC and the traditional NEDC standard. When consumers choose and buy new cars, they only need to give the operating condition standard substandard service life, multiplied by a so-called specific coefficient, and a more accurate actual service life can be obtained.

That is, CLTC*0.8, NECD*0.85, probably equal to the WLTP operating conditions that are closer to the actual service life. To put it more bluntly, pure electric vehicles just "spell a single" to make do, there is no need to spend manpower and material resources to change the standard.

According to the statistics of the Ministry of Public Security, by the end of September, the number of new energy vehicles in the country had reached 11.49 million, accounting for 3.65 percent of the total. Among them, the number of pure electric vehicles is 9.26 million, accounting for 80.56% of the total number of new energy vehicles.

In addition, electrification has become a major trend in the development of carbon-neutral automobile industry. From this point of view, pure electric cars are still as simple as "putting together a single order"? Pure electric vehicles that face a "big test" every winter should not be "multiplied by a coefficient", and then ask the low-temperature reputation of the model so hastily.

(note: the development trend of global electric vehicles by 2025) "if consumers are unable to transparently and simply choose models with suitable mileage according to the scene of the car, the road conditions they often run, or the area they are in, it is impossible to solve the problems of range anxiety and charging anxiety. after all, the premise of reasonable planning of charging lines is to know how far the electric car can actually run and how far it can run in winter."

Li refuted that, especially at a time when the increment of domestic charging infrastructure can no longer catch up with the increment of new energy vehicles, consumers can clearly understand the minimum mileage of pure electric vehicles in summer and winter. is particularly important.

This is also the key to avoid the misestimation of mileage of pure electric vehicles during high-speed and long-distance travel. Therefore, it is urgent to develop a more reasonable standard for the exclusive range of electric vehicles, and even let the test "break away" from the laboratory bench, and increase the variables suitable for the actual vehicle environment.

In the middle of this year, the "Special Evaluation regulations for Mini Electric vehicles" issued by the China Automobile Center included low-temperature battery life and low-temperature charging in the test. Although the regulations are aimed at mini electric vehicles, it is also expected that similar testing contents can be widely promoted and applied in more levels of pure electric vehicles.

Only when the relevant industry standards are improved, can we fundamentally prevent car companies from fishing in troubled waters in the range test of electric vehicles, and ordinary consumers can more intuitively understand the real mileage of electric vehicles in the summer and winter environment. in order to choose the right product.

[conclusion] as mentioned above, only when enterprises, industry standards, third-party testing and other factors are "pragmatic", so that the gap between nominal and actual driving range can be reduced, consumers' complaints about "electric dads" will really be reduced.

This article comes from the official account of Wechat: know Notes (ID:dongdong_note), author: Shenle, Editor: Qin Yan

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