New energy vehicle technology reserve which strong?

New energy vehicle technology reserve who strong? In this question, the names of several players immediately appeared in my mind: Toyota, GM, and Nissan.

Toyota: A player worthy of respect

Toyota, I told you, fullspecial. One of the depots that began to explore new energy technologies in the 1990s promoted the worldwide popularity of hybrid cars with almost one's own efforts. In January 2017, Toyota's hybrid vehicles sold more than 10 million worldwide.

With its deep understanding of hybrid technology, Toyota can almost easily cut into pure electric vehicles and hydrogen fuel cell vehicles, so when it comes to battery technology reserves, Toyota is certainly one of the best.

Tesla is likely to bet on the future of photovoltaic cells. The current Model 3 uses higher-energy nickel-cobalt lithium batteries. It is correct, but it is estimated that Tesla's entire effort since its establishment is now, and there is no energy left. Reserve, I feel that basically what I see is what I get, and even a little overdraw the future, so it is not appropriate to talk about technology reserves.

Toyota is the kind of company that can not make a big deal without a shot at it. Toyota's new energy technology route reserve. You can think of it as a representative of the technology reserve in Japan's national strategy, so it cannot be weak. After all, you can not miss.

General Motors: Toyota in the United States

If Toyota is a fully prepared player, then GM is the Toyota of the United States.

According to the latest data from the U.S. Patent and Trademark Office, GM received 661 U.S. patents on battery technology between 2010 and 2015, second only to Toyota's 762 U.S. patents, Reuters reported.

In addition, there is the fact that the world's first electric car was produced by GM. In 1990, the Universal Impact concept car caused a sensation in the world. In 1996, EV1 designed according to Impact was the world's first mass-produced electric car.

At the time, the chief designer of EV1, Alen Cocconi, was the founder of the later AC process, and AC process was also the first to try to drive a car with a lithium battery. This proposal was proposed by Martin Eberhard, one of Tesla's founders. The latter later founded Tesla, based on the T-ZERO technology produced by AC production, the Roadster was built with a Lotus sports car chassis. It can be said that Tesla's early technology came from Alen Cocconi's team and came from General Motors.

Just as Toyota discovered after the RAV4 that electric vehicles had not yet ushered in the real era and switched to hybrid cars, GM temporarily gave up its pure electric route in the early 21st century and turned to increased program mixing.

The Volt, released in 2007, is the world's first mass-production growth program hybrid car and began sales in the United States and other places in 2010. At this point, it is also interesting to think that Toyota is mixing and blocking through tight technology patents, forcing the virtue system to choose other paths when the EV turns. It is also interesting like BMW is also a hybrid route. But the product came out a little later.

If it were a history chaser, GM wouldn't lose to Toyota and Tesla, and it might not be, especially with the electric drive system. The original AC process was famous for designing electric drive systems. The original intention of the Voltec design and development launched in 2010 was to standardize and integrate components in the electric drive system as much as possible and at the same time be flexible and compatible with multiple drive forms. Therefore, the original name of this platform was E-FLEX.

At present, Voltec has developed second-generation products, which have higher integration and complexity than Toyota's THS and Honda's IMMD, and therefore have greater compatibility.

In terms of integration, the second generation of Voltec integrates the depth of the motor controller and the drive system, which can reduce connectors and wire bundles, reduce costs, and improve the safety of high-pressure systems.

In terms of compatibility, Voltec's EVT electronically controlled intelligent stepless gearbox controls the cooperation of two sets of clutches with dual planetary Gears (Toyota THS has only one set of planetary gears and has set up strict patent protection for this, so the damage can only be done. High-dimensional competition), Generate a variety of power distribution and output methods, forming a variety of proportions of engine output and motor output superposition, Can achieve a variety of driving forms such as Blot, extension(Buick VELITE 5 extension hybrid), plug(Cadillac CT6), hybrid(Buick Junyue hybrid), with the application of multiple models, sales growth, The cost of the entire part will be greatly reduced, such as molds, production lines, and R&D costs will be greatly reduced, accelerating the popularity of the market.

That's all. The electric drive should talk about battery energy.

Let's start with Toyota. Toyota's Mirai is the world's first mass-produced FCV (hydrogen fuel cell car) and has the world's largest number of patents on fuel cells. The number of related patents in Japan far exceeds that of the second largest company (hydrogen energy technology is one of the technologies that Japan has invested in its national power).

But! The world's first hydrogen fuel cell car was made by universal!

In 1966, GM built the world's first hydrogen fuel cell car for political reasons. The Knicks 'moon landing plan involved a Lunar Rover and required the development of hydrogen fuel applications on vehicles. So GM's team spent ten months to make this Electrovan, with a top speed of 120 kilometers per hour and a speed of 100 kilometers. 30 seconds, the range of endurance reached 240 kilometers. Of course, this car is not mass-produced, and GM's next fuel cell car was born almost half a century later.

In 2000, GM Opel released a HydroGen 1 at the Geneva Motor Show, with a range of 400 kilometers, a top speed of 140 kilometers per hour, and a 100-kilometer acceleration of 16 seconds. This HydroGen series has been out to 4.

Later, GM cooperated with the U.S. military and delivered the first fuel cell-powered truck to the U.S. military in 2005-the modified Chevrolet Silverado. However, the trucks were used only for the transport of weapons.

But in this area, GM hasn't really come up with any mass-market products. When it announced its electricity-driven strategy last October, it said it would continue to develop hydrogen fuel cell models until February 2017. GM and Honda established a joint venture company to jointly develop and mass-produce hydrogen fuel cell products.

Unlike Toyota's Mirai, GM has no popular models in this area and can not judge the merits of the technology. However, starting from the truck platform, I do not know whether I am pessimistic about the prospects or I plan to find another way. I gave up the EV project because I was pessimistic about the prospects. It is also very criticized by the industry.

On the battery side, GM seems to have been less aggressive or aggressive than Toyota, perhaps because of its national strategy.

However, with the efforts of the Chinese government, GM has also begun to pay attention to this matter and has invested in battery factories in China. In January, Mary Barra, GM's CEO, said GM would make a profit on its EV models by 2021.

In reporting the news, Reuters said the statement was bold. According to Reuters, GM's plan is based on lower battery costs and a larger scale, and one of the biggest drivers is China's battery plant.

The answer is a big bet on combining proprietary battery technology, low-cost, flexible vehicle design and high-volume production mainly in China, according to six current and former GM and supplier executives and six industry experts interviewed by Reuters。

When referring to the advantages of its new battery technology, GM expressed two main points to Reuters. The first is to reduce the proportion of cobalt and expand the proportion of nickel; The second is that there are considerable proprietary technologies for battery heat management and energy distribution, which are expected to reduce the cost of batteries by more than 30 %, from $145 per kilowatt-hour to less than $100 in 2021.

Perhaps that's why GM is so confident it wants to make a profit in 2021?

Nissan: Leaf in hand

The reason Nissan appears on the "intuition list TOP3" is that Leaf is currently one of the best-selling electric vehicles in the world.

Nissan's battery technology has accumulated as if it had no special reputation, probably because they are only the second largest reason in the industry. The first is Panasonic. Yes, Tesla and Toyota have chosen to cooperate with Panasonic, the world's first battery.

Nissan established the AESC (Active Energy Support Corporation) in 2007 with NEC. After several years of development, the AESC market share in 2014 reached 21 %, second only to Panasonic. In 2017, Nissan sold AESC to the Jinsha River in China and began using battery products from external suppliers such as LG and Ningde.

The battery is costly physical work, and battery technology routes are also varied. For example, AESC is a lithium iron phosphate battery. After 2013, this approach gradually went downhill, and everyone has a brain to engage in three-element lithium batteries. So if the main plant wants to build its own batteries, it really needs to be ready to switch at any time -- for example, it's going to be a solid-state battery, a hydrogen fuel cell ...

Then briefly mention Leaf. In fact, Nissan's E-power is also worth studying.

Just recently, in order to celebrate the cumulative sales of 100,000 Leas in Japan, an open-top Leaf was produced on a daily basis, which looked cool and lasted 400 kilometers. The leaf has consistently ranked in the top three in the global sales list of electric vehicles (NO. 1 before 2015 and pushed down by Model S since 2015). As of January this year, it has sold more than 300,000 units worldwide and has a global market share of more than 10 %.

The leaf is an economical pure point product. In order to strengthen its promotion, Nissan has come up with many ideas to strengthen its value for money, such as battery leasing projects to reduce the threshold for consumers to purchase cars. This is also unique among major car companies. So compared to GM and Toyota, Nissan not only focuses on batteries, products, etc. but also pays more attention to the consumer experience. This is a different tendency, leading to different styles of enterprises.

A leaf is not Nissan's first electric car. The first one was Altra, which was released in 1997. It was provided to some company fleets in California and Japan from 1998 to 2001 and produced only 200 units. The prototype of Altra is Nissan R 'Nessa. In 2009, Nissan launched the concept model EV11 of LEAF based on the Vida platform.

Nissan's early attempts were similar to those of the above two. But perhaps because Leaf sells better (it feels like it has something to do with time), Nissan has always insisted on accumulating technology and experience in the field of electric cars through Leaf, although Leaf is not a new car based on battery structure and electrical architecture. It was changed with an old oil truck, but after many generations of adjustment and optimization, the Leaf platform has been able to better play the advantages of electric drive.

Nissan's alliance with Renault is also helping to strengthen Nissan's advantage in a new energy.

When it comes to technology accumulation, it feels that Nissan is more inclined to establish advantages and accumulate experience in scientific and technological intelligence. This is not the same latitude.

At GM, where Toyota was doing a lot of autopilot testing, Nissan had a b2v brain technology that I was excited to see last year, as I mentioned in my report at the Tokyo auto show. This is definitely the most forward-looking black technology, none of which is more advanced than Musk's brain-machine excuse technology -- but this technology seems to be very far away from landing. After all, scientists are still a long way from successfully decoding the brain backward.

In summary, Nissan's writing is relatively simple, but in fact, there are still many topics in Renault. Both GM and Toyota are obviously national teams. Whether it is the choice of electric route or the self-driving layout, it is not only the expression of the will of the company.

The page contains the contents of the machine translation.