US being left behind in EV charging speeds as China goes sub-5 min to 70%
US being left behind in EV charging speeds as China goes sub-5 min to 70%
美国电动汽车充电速度落后：中国已实现 5 分钟内充至 70%
Hype merchants have a habit of overdoing it, but there’s no denying that China is making the US look more than a little antiquated when it comes to electric vehicles. Some of that is due to a deep integration of connected services and an extension of the car as part of the owner’s digital life—think additional infotainment screens and AI personal assistants, but with an Android phone-maker’s cadence of updates rather than that of a traditional car company. 炒作推手们总喜欢夸大其词，但不可否认的是，在电动汽车领域，中国正让美国显得有些过时。这部分归功于互联服务的深度整合，以及将汽车作为车主数字生活延伸的理念——比如增加信息娱乐屏幕和人工智能个人助理，且更新节奏更像安卓手机制造商，而非传统汽车公司。
Other advances sound more appealing. China’s OEMs are in a battle over who can charge the fastest, and this week, Geely fired its latest salvo. China might have a much younger driving culture than North America or Europe, but it has still been long enough to condition those drivers to how long it takes to fill a tank of gas. For all their many improvements over internal combustion engine vehicles—far greater efficiency, instant torque, very little NVH, more reliability, and so on—EVs do still take longer to recharge than it takes to refuel a car with a liquid. At least until now, it seems. 其他进展则更具吸引力。中国的汽车制造商们正陷入一场充电速度竞赛，本周，吉利打响了最新一枪。虽然中国的驾驶文化比北美或欧洲年轻得多，但足以让驾驶者习惯加油所需的时间。尽管电动汽车在效率、瞬时扭矩、极低的噪声振动（NVH）和可靠性等方面比内燃机汽车有诸多改进，但充电时间依然长于加油时间。不过，这种情况似乎到此为止了。
Geely’s new battery can charge at up to 2.2 MW and will recharge from 10 to 70 percent in 4.5 minutes. A 10–98 percent charge takes 8 minutes and 40 seconds. Predictive thermal management is done through AI, with an average pack temperature of 55˚C and a peak temperature during charging of 65˚C, Geely said. And while you might think pumping large amounts of energy into a battery quickly and repeatedly could harm its health, Geely says that, using AI, the system applies micro pulses of current to “reactivate lithium ions accumulated at the negative electrodes during repeated fast charging,” extending battery life by 20 percent. The pack has been tested in both the Zeekr 001 and Lynk and Co 10—maybe we’ll see a Volvo or Lotus use the same tech someday. 吉利的新型电池充电功率最高可达 2.2 兆瓦（MW），可在 4.5 分钟内将电量从 10% 充至 70%。充至 98% 则需 8 分钟 40 秒。吉利表示，该系统通过人工智能进行预测性热管理，充电过程中电池包平均温度为 55˚C，峰值温度为 65˚C。虽然人们可能会认为快速且频繁地向电池注入大量能量会损害其健康，但吉利表示，该系统利用人工智能施加微脉冲电流，以“重新激活在快速充电过程中积聚在负极的锂离子”，从而将电池寿命延长了 20%。该电池包已在极氪 001 和领克 10 上进行了测试——或许未来我们能在沃尔沃或路特斯车型上看到这项技术。
The numbers eclipse those from BYD, which debuted a new product in March that can charge from 10 to 70 percent in 5 minutes and 10 to 97 percent in 9 minutes. But CATL still looks like it’s on top; in April, it announced an LFP battery that can charge from 10 to 80 percent in 3 minutes 44 seconds, or from 10 to 98 percent in 6 minutes and 27 seconds. 这些数据超越了比亚迪，后者在 3 月份发布了一款新产品，可在 5 分钟内将电量从 10% 充至 70%，9 分钟内充至 97%。但宁德时代（CATL）似乎仍处于领先地位；今年 4 月，该公司发布了一款磷酸铁锂（LFP）电池，可在 3 分 44 秒内将电量从 10% 充至 80%，或在 6 分 27 秒内充至 98%。
In the US, the most powerful car chargers deliver a modest fraction of those megawatt outputs. All but the newest Tesla Superchargers top out at 250 kW and 400 V; in the 800 V world, Electrify America maxes out at 350 KW, IONNA’s new machines are rated for 400 kW, and ChargePoint has a 600 kW charger on the market. Meanwhile, our electric vehicles lag in their charging speeds. Hyundai and Kia’s popular range of 800 V EVs (including the Ioniq 5 and EV6) will actually max out around 240 kW on an 800 V DC fast charger, and Porsche’s Taycan will only accept up to 320 kW, not all 350. The latest wave of 800 V German EVs like the BMW iX3 and Porsche Cayenne are now arriving with 400 kW DC charging capabilities. 在美国，最强大的汽车充电桩所提供的功率仅为上述兆瓦级输出的一小部分。除了最新的特斯拉超级充电桩外，大多数充电桩的上限为 250 kW 和 400 V；在 800 V 领域，Electrify America 的最高功率为 350 kW，IONNA 的新设备额定功率为 400 kW，ChargePoint 则有一款 600 kW 的充电桩在售。与此同时，美国的电动汽车在充电速度上也相对滞后。现代和起亚旗下的热门 800 V 电动汽车（包括 Ioniq 5 和 EV6）在 800 V 直流快充桩上的实际最高功率约为 240 kW，而保时捷 Taycan 的最高接收功率仅为 320 kW，而非 350 kW。最新一代的德国 800 V 电动汽车，如宝马 iX3 和保时捷 Cayenne，目前已具备 400 kW 的直流充电能力。
Megawatt charging in the US is still the preserve of heavy-duty EVs—buses, semis, and the like; ChargePoint told Ars recently that “if you take two Express solos [its new 600 KW charger] and join them with a common DC bus, you now can deliver 1.2 megawatts through one port,” said ChargePoint CEO Rick Wilmer. “Now, obviously, a NACS connector or a CCS1 connector won’t handle that much power, but an MCS connector will. So that’s all part of the roadmap for the Express architecture, with the Solo being the first product off that architecture,” he said. 在美国，兆瓦级充电目前仍仅限于重型电动汽车，如公交车、半挂卡车等。ChargePoint 首席执行官 Rick Wilmer 最近告诉 Ars：“如果你将两台 Express Solo（其新款 600 kW 充电桩）通过公共直流母线连接起来，现在就可以通过一个端口提供 1.2 兆瓦的功率。”他补充道：“显然，NACS 或 CCS1 接口无法承受如此大的功率，但 MCS 接口可以。这是 Express 架构路线图的一部分，而 Solo 正是该架构下的首款产品。”