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When it comes to buying an electric car, two concerns often deter prospective buyers: driving range and battery safety. Solid-state batteries, which rely on safer, solid electrolytes, have long held the promise of lower fire risk and extended range. Yet, despite years of development and investment, these next-generation batteries have yet to become a reality.
在考慮購買電動汽車時，有兩個問題常常令潛在買家望而卻步：續航里程和電池安全。依靠更安全的固體電解質的固態電池，一直被認爲有望降低起火風險並延長續航里程。然而，儘管經過多年的研發和投資，這些新一代電池仍未成爲現實。
For the world’s battery makers that have bet big on the new technology, the clock is ticking as the sector faces squeezed margins and slowing EV sales growth in developed markets. An interim solution addressing safety concerns could provide a lucrative opportunity while buying them more time.
對於大舉押注這項新技術上的全球電池製造商來說，由於該行業利潤空間被壓縮而且發達市場電動汽車銷售成長放緩，剩下的時間已經不多。一個解決安全擔憂的臨時解決方案可以提供一個有利可圖的機會，同時爲他們爭取更多時間。
The fear of EV battery fires is often amplified by critics. Data shows EVs are far less likely to catch fire compared with petrol or hybrid cars — there are 25 fires per 100,000 EVs sold versus 1,530 for petrol cars, according to the US National Transportation Safety Board.
電動汽車電池起火的恐懼常常被批評者放大。數據顯示，與汽油車或混合動力車相比，電動車起火的可能性要小得多——根據美國國家運輸安全委員會的數據，每售出10萬輛電動車中就會發生25起火災，而汽油車則爲1530起。
But when fires do occur in lithium-ion batteries, they can be more destructive — burning hotter, escalating quickly, and releasing toxic gases — creating a perception of heightened risk. Recent high-profile cases, such as the fire from a parked Mercedes EV, which used a battery made by Chinese maker Farasis Energy, in South Korea late last year have exacerbated fears. The fire took eight hours to extinguish and damaged around 880 other cars in the garage where the vehicle was parked.
但是，當鋰離子電池起火時，其破壞性會更大——燃燒溫度更高，火勢升級迅速，並釋放有毒氣體——讓人們感覺風險更高。最近發生的一些備受矚目的事故加劇了人們的擔憂，如去年年底在南韓發生的一輛停放著的賓士電動汽車起火事件，該車使用的是中國製造商孚能科技生產的電池。這場大火燒了8個小時才被撲滅，並損毀了停放該車的車庫中的其他約880輛汽車。
Solid-state batteries are presented as a safer alternative, especially in high-impact scenarios such as frontal collision. They contain non-flammable solid electrolyte materials instead of the volatile organic liquid electrolytes in more widely used batteries. Some car and battery makers have started testing prototypes and building pilot production lines.
固態電池被認爲是一種更安全的替代方案，特別是在正面碰撞等高衝擊場景中。它們含有不易燃的固體電解質材料，而不是目前更廣泛使用的電池中的易揮發有機液體電解質。一些汽車和電池製造商已經開始測試原型產品並建立試生產線。
But mass production could prove challenging in the short term. Materials used in the batteries are more expensive. New manufacturing facilities require significant investment, especially daunting for a sector already running on slim margins. Established lithium-ion batteries, with decades of development and the advantage of economies of scale, pose a significant barrier for the new technology to compete on cost.
但在短期內，大規模生產可能具有挑戰性。此類電池中使用的材料更加昂貴。新的生產設施需要大量投資，這對於一個利潤已經很微薄的行業來說尤其艱難。已有數十年發展歷史並具備規模經濟優勢的鋰離子電池，對這項新技術在成本上競爭構成了巨大障礙。
In the meantime, it is worth looking at when EV fires are most likely to occur to see where improvements can be made. A total of 511 EV fires occurred between 2010 to the end of last June based on data from 40mn EVs globally, including plug-in hybrids, according to research institute EV FireSafe. The data shows that among fires with identified causes, collisions and road debris accounted for the largest share by far.
在此期間，我們不妨看看電動車火災最可能在什麼情況下發生，從而找出可以改進的地方。根據研究機構EV FireSafe的數據，從2010年到去年6月底，全球4000萬輛電動車（包括插電式混合動力汽車）共發生511起電動汽車火災。數據顯示，在已查明原因的火災中，碰撞和道路碎片所佔比例最大。
This suggests that improvements to the EV’s base structure, using designs and materials that offer better shock absorption during collisions, could help enhance the safety of current lithium-ion batteries — without requiring a complete overhaul of existing battery technology.
這表明，改進電動汽車的底盤結構，採用在碰撞時能更大限度吸收衝擊的設計和材料，可以幫助提高當前鋰離子電池的安全性，而無需對現有電池技術進行徹底改造。
CATL, the world’s largest EV battery maker, is one of the companies that has adopted this approach. Its latest focus has been on redesigning the flat, skateboard-like platform with four wheels which serves as the foundation of an EV. The goal is to lower the risk of fires by adding protective functions for the battery, such as the ability to disconnect circuits within 0.01 seconds of a collision and discharge residual energy, as well as using submarine-grade high-strength steel in the chassis. In crash tests at speeds of 120km/h, its new design withstood frontal impacts without catching fire, according to the company.
全球最大電動汽車電池製造商寧德時代就是採用這種策略的公司之一。它最近的工作重點是重新設計電動底盤——作爲電動汽車基礎的四輪平板滑板式平臺。其目標是透過爲電池增加保護性功能（如在碰撞發生後0.01秒內斷開電路並釋放剩餘能量）以及在底盤中使用潛艦級高強度鋼來降低起火風險。據該公司稱，在以時速120公里進行的碰撞測試中，其新設計經受住了正面撞擊而沒有起火。
There is an added benefit for battery makers able to offer these features in a single package. The skateboard chassis of EVs consolidates essential components including the batteries, electric motors and controls into a single base structure. This simplifies the manufacturing process, cutting costs and accelerating timelines for new models. It also expands its target market to include automakers and start-ups looking for a quicker entry into the EV market.
對於電池製造商來說，能夠在單個封裝中提供這些功能還有一個額外的好處。電動汽車的滑板式底盤將包括電池、電動馬達和控制器在內的重要部件整合到一個基礎結構中。這可以簡化製造流程，降低成本，並加快新車型的推出速度。同時，它還將目標市場擴大到了希望更快進入電動汽車市場的汽車製造商和新創企業。
The potential of solid-state batteries to reshape the EV market remains clear. But the longer-than-expected development timeline is adding pressure to battery makers to pursue alternative revenue streams in the meantime. As sales growth in key markets continues to slow, safety-related advancements will become a critical differentiator in driving the next phase of EV adoption.
固態電池重塑電動汽車市場的潛力依然明顯。但是，比預期更長的研發時間給電池製造商增加了壓力，迫使他們在此期間尋求其他收入來源。隨著主要市場的銷售成長持續放緩，與安全相關的改進將成爲推動下一階段電動汽車普及的關鍵差異化因素。
june.yoon@ft.com
june.yoon@ft.com