Tesla overcomes the technical problems of pure electric vehicles

The question now is whether electric vehicles are able to adapt to society, but whether society is willing to adapt to it.

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Tesla Model s and the new Model X are undoubtedly an engineering marvel. In the view of Tesla CEO Musk, they are no less than the promoters of the automotive industry revolution. Compared to the best-performing internal combustion engine cars, these “green cars” were born to reconcile the contradiction between comfortable driving and environmental friendliness, as well as the Model S market slogan: “Zero emissions, zero compromise.”

Sales of high-end models S and X – priced at more than $100,000 – are almost enough to make the cost of Model 3. Due to the dependence of electric vehicles on rooftop power generation and energy storage systems, the production of Tesla and other electric vehicles will eventually disintegrate the rust zone (referring to some areas of the developed countries where the former industrial boom has declined) and the fossil fuel industry. And accumulate environmental benefits while. As Musk has foreseen, Tesla Motors is not only a car manufacturer, but also an “energy innovation company”. The key is its “zero emission power generation”. However, skeptics in the financial and environmental fields question whether Tesla can achieve this vision.

Why did the electric car that was introduced decades ago die out?

In fact, electric vehicles exist as long as gasoline. But their strong recovery in recent decades is almost entirely due to California air quality issues. As early as 1990, the California Air Resources Board (CABB) issued the Zero Emissions Vehicle Points Trading System (ZEV), which was internationally recognized and had a wide-ranging impact. After the release of ZEV, it forced seven major automakers (Chrysler, Ford, GM, Honda, Mazda, Nissan and Toyota) to produce cars without harmful pollutants in California. Because the point mechanism requires that the proportion of ZEV models in the total number of car sales in the year 2009-2017 is 2.5%, that is, the annual sales volume of 100,000 vehicles needs to reach 2.5% in ZEV sales in 2009 ( 2,500 vehicles = 2,500 points, car companies must receive at least 2,500 points will not be fined).

At present, ZEV models include pure electric vehicles, fuel cell vehicles, plug-in hybrid vehicles, and hybrid electric vehicles. CARB sets different “integration” factors for ZEV models. The longer the vehicle lasts in zero emissions, the higher the number of points that can be earned. ZEV points are 1 point minimum and 7 points high. The total number of points is linked to the sales volume of the car. For example, for every Nissan Leaf pure electric vehicle sold, you can get 3 points - 10,000 units for the annual sales of the wind, and 30,000 points for the Nissan (1 point for a maximum of $5,000).

CARB can't give car manufacturers which technology to use to achieve this result, but the only technical measure to comply with the ZEV standard is: electric vehicles that use batteries to provide energy. The auto industry does not want to shake the existing product line. It just responds that the electric car that consumers want is clean, but it also hopes to be as fast and long-lasting as a gasoline-burning car. It is fashionable and convenient. . It is impossible to realize this state of the existing electric vehicle technology. We also need to improve the technology needed for “zero emissions,” but this may still be a long time.

This is a pointless discussion. Automakers never let this system of perfection impede the sale of their products. However, CARB later weakened the supervision of ZEV and eliminated the quota requirements from 1998 to 2002. In return, automakers agreed to deploy production of pure electric vehicles, but on a small scale.

However, in order to cater to the management of ZEV, automakers have begun to introduce hybrid electric vehicles and fuel cell vehicles (hybrid can not only use gasoline, but also serve as a ZEV quota task). Finally, CARB proposes a technical category - "zero-emission vehicles", which means the application of hybrid technology.

In comparison, hydrogen fuel cell vehicles can achieve zero emissions. Since the invention of the invention in the mid-19th century, fuel cell technology has left the impression of technologists: a magical engine that combines the best features of batteries and internal combustion engines. By electroplating the gaseous and liquid fuels stored in conventional tanks, fuel cell electric vehicles can travel faster than pure electric vehicles.

At least in theory. In fact, researchers are still working to make the technology viable. However, the hope given by the fuel cell super electric vehicle is enough for CARB to further modify the ZEV authority. In a series of increasingly complex equivalence relationships, CARB also allows automakers to earn points through pure batteries, fuel cells, and hybrid electric vehicles.

General purpose engine

The promulgation of ZEV can be said to be a stage for the GM-1. At the 1990 Los Angeles Auto Show, GM showed the entire electric concept car Impact. However, Impact was later vetoed by then-CEO Roger Smith, not because of production problems, but only for internal reasons. But with the implementation of ZEV, GM went to Impact, the EV-1, in 1996.

Today, CARB no longer requires GM or any other car manufacturer to continue to introduce some "compliant cars." Automakers are no longer doing this. Instead, they recall the electric cars and destroy them themselves. For example, General Motors has destroyed a large number of EV1 electric vehicles in the Arizona desert. At that time, the electric vehicle that was launched for six years was suddenly sunk. The EV was filled with dust and cobwebs like a tombstone in California's charging station. This caused a lot of sensation at that time, and even was made into a documentary film "Who Killed the Electric Car". The reason for the torture was that the demise of electric cars was a murder: they threatened the interests of the oil giants.

The real challenge of electric vehicles: battery life

In 2003, Silicon Valley engineers Martin Eberhard and Marc Tarpenning responded directly to the fiasco of the campaign by creating Tesla. When formulating their own business models, they cited the real reasons behind the auto industry's refusal to produce pure electric vehicles:

Existing battery technology does not provide sufficient performance and consumers are not willing to purchase such an electric vehicle.

Therefore, they decided to produce a high-end sports car, the Roadster, which is equipped with the most powerful and promising lithium-ion battery.

Musk joined Tesla in 2004 and kept the philosophy of a supercar. As a business model, it makes sense to do so. When a startup like Tesla wants to subvert a high-threshold industry, using a supercar as a promotional point is essential to attracting investment.

But to some extent, the effects of the super sports car also mask the technical and industrial impact of its electric car. In general, the cost per kWh of battery is the most important factor in the commercialization of electric vehicles. Tesla has also worked hard to reduce costs from $400 to less than $200. With the help of the Nevada government and Panasonic, Tesla is still building a $5 billion battery pack assembly plant, Gigafactory 1.

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