dlús fuinnimh 10 n-uaire níos airde ná ceallraí litiam? Forbraíonn Porsche cadhnra anóid sileacain agus tá sé beartaithe-é a olltáirgeadh laistigh de 5 bliana
Spain's "Public" daily website recently reported that battery production is an important source of carbon emissions in the manufacturing process of electric vehicles, accounting for 25 percent to 40 percent of total emissions. More and more manufacturers are working to reduce emissions in this area, but Porsche wants to go further. The company is developing a battery with better performance and a smaller carbon footprint. Is this a perfect battery?
Infheisteoidh Porsche thart ar 1 billiún euro thar na 10 mbliana atá romhainn i mbearta dícharbónaithe éagsúla, lena n-áirítear astuithe dé-ocsaíd charbóin óna gléasraí tionóil a laghdú, a dúirt an tuarascáil. Tá táirgeadh an Porsche Taycan ag Zuffenhausen (i Stuttgart, an Ghearmáin) neodrach ó thaobh carbóin ón tús, ach tá i bhfad níos mó i gceist le carr a thógáil ná na codanna go léir ar an líne táirgeachta a chur le chéile.
Tá cadhnraí ar cheann de na foinsí tábhachtacha astuithe i dtáirgeadh feithiclí leictreacha. Sa nasc seo, ídíonn na céimeanna táirgthe iolracha a bhaineann le hamhábhair ar nós nicil agus cóbalt a thiontú go táirgí scagtha is féidir a úsáid i gcadhnraí méideanna ollmhóra fuinnimh.
In a recent press conference, Benjamin Pasenberg, head of high-voltage systems at Porsche, said: "Having green energy is very important, especially in battery production, where it takes a lot of energy to heat things." However, using only Green (or low-emissions) energy sources to make batteries are not enough for Porsche (or other manufacturers) to meet their emissions targets. There is also a need to reimagine the battery itself to reduce the pollution that arises from battery manufacturing practices.
Chuige sin, tá Porsche ag obair ar cheallraí nua. Deirtear go bhfuil an ceallraí níos cumhachtaí, muirear níos tapúla, agus go bhfuil lorg carbóin níos lú ná na cadhnraí reatha. Is é an teicneolaíocht a úsáidtear ná níos mó sileacain a úsáid in anóid na ceallraí, seachas an graifít a úsáidtear go coitianta inniu.
According to Otmar Beecher, head of electric vehicles at Porsche, silicon anodes are 10 times more energy dense. Porsche expects 20 to 25 percent more watt-hours per liter of volume than today's conventional lithium-ion batteries. That is to say, under a certain energy capacity, the battery volume is smaller. The improved energy efficiency of batteries, in turn, means fewer batteries are needed to power the vehicle, which reduces overall weight (and also reduces the space required for the batteries).
Ciallaíonn meáchan feithicle níos lú freisin tomhaltas ceallraí níos ísle, ach cá bhfuil an tionchar dearfach ar an gcomhshaol? Gcéad dul síos, laghdaíonn dearadh na cille nua seo na ceanglais ábhartha maidir le struchtúr cille alúmanaim (tithíocht) i gcomparáid le dearaí cille sorcóireach. Tá táirgeadh alúmanam ar cheann de na foinsí astaíochtaí carbóin tábhachtacha le haghaidh gluaisteán. De réir staidéar le déanaí ag Volvo, is ionann alúmanam agus 30 faoin gcéad de na hastaíochtaí a eascraíonn as táirgeadh ábhair feithicle nua-aimseartha, fiú níos mó ná an ceallraí féin. Dá bhrí sin, laghdaítear cuid mhór de na hastaíochtaí a laghdú freisin ar úsáid alúmanaim. Cé nár eisíodh aon sonraí, dúirt Porsche go ngearrfadh an ceallraí níos tapúla freisin.
Ar an láimh eile, laghdófaí ábhar cóbalt cadhnraí den sórt sin. Tá a fhios anois go bhfuil cóbalt deacair a fháil, an-daor, agus tá tionchar mór aige ar an gcomhshaol. Faoi láthair tá cóbalt comhdhéanta de 20 faoin gcéad d'ábhar catóide ceallraí Taycan, agus tá súil ag Porsche go laghdóidh a dteicneolaíocht nua an sciar cóbalt go díreach 5 go 10 faoin gcéad.
To further reduce emissions, Porsche will focus on the supply chain. The German company will source cobalt, nickel and other raw materials as much as possible from Europe, so that it will be closer to where the new batteries will be produced, near Porsche's research and development center in Weissach. According to the relevant person in charge of Porsche, purchasing cathode materials from Schwarzheide, Germany instead of my country can reduce carbon dioxide emissions by 25 percent .
In addition, Porsche is pushing its suppliers to make batteries and other components entirely from renewable energy. The German carmaker said it would no longer consider long-term contracts with suppliers who were unwilling to use certified "green" energy. Porsche says the supply chain accounts for about 20 percent of the automaker's total greenhouse gas emissions. That will rise to around 40 percent by 2030 as production shifts to electric vehicles.
The big question is, when will we see this "ideal" Porsche battery in a road car? Like many other technologies in the automotive sector, it will be used first in racing cars, where high performance and fast charging capabilities are paramount. Otmar Beecher said: "Typically, we are 2 to 3 years away from the transition to production cars. So we will see it in production cars after 2025." Porsche expects to commercialize the high-performance battery within five years.
Maidir le táirgeadh, is é an sprioc aschur bliantúil íosta de 100 MWh a bhaint amach, go leor chun thart ar 1,{2}} carr a chumhachtú. Fágann sé sin go gcreidimid nach mbeidh sé i ndán dó ar dtús ach do mhúnla neamh-tháirgeachta éigin, agus b’fhéidir do charrcharr ardfheidhmíochta roinnt acu.
Of course, it's not a perfect battery. The perfect battery charges in seconds, doesn't overheat or lose capacity over time, and is lightweight and inexpensive to produce. We'll probably never see a battery with all these features in one, but in the short to medium term, Porsche's battery is getting pretty close to -- at least in theory -- the ideal battery. (compiled / Li Zijian)
