<p>在电动车中，退化指的是牵引电池的老化过程，这导致存储容量的永久性损失，从而减少续航里程。如今，电动车制造商通常保证电池在八年或充满电后最多行驶 160,000 公里时至少保留 70% 的原始容量。换句话说，某些退化是正常的，但通常发生的程度低于电池保修所涵盖的范围；否则，制造商将不得不不断以自费更换电池模块甚至整个电池组。例如，P3 最近的一项研究表明，电动车电池的使用寿命远比之前认为的要长，尽管它没有像 Geotab 那样详细分析充电行为。</p>
<p>Geotab 是一家总部位于加拿大的全球远程信息处理服务和车队管理解决方案提供商，已分析了真实世界的数据，以确定充电行为对牵引电池退化的影响。具体而言，该研究考察了车辆是否主要使用交流电（AC）缓慢充电，例如在家庭壁挂充电器上，还是更倾向于使用直流电（DC）快速充电。尽管快速充电基础设施已经显著扩展，但仍然存在一种持续的误解，即频繁以非常高的功率水平（如 100 kW 及以上）充电可能会对电池造成伤害。</p>
<h2>退化速度快于 2023 年</h2>
<p>在这项研究中，Geotab 分析了来自 21 个品牌的超过 22,700 辆电动车的真实电池状况数据，基于数年的汇总远程信息处理数据。研究结果显示，年电池退化率略微上升至 2.3%，而 2023 年为 1.8%。这意味着健康状态（SoH）或剩余容量每年减少这个比例。换句话说：如果一块 60 kWh 的电池随着时间的推移退化到 80% 的 SoH，它的表现将类似于一块 48 kWh 的电池，因此提供的续航里程将显著低于新电池。</p>
<p>Geotab 将略微增加的电池退化率归因于电动车驾驶者对高功率直流快速充电器的使用增加，但并不认为这一发展令人担忧。Geotab 的可持续出行高级经理 Charlotte Argue 表示：“即使车辆充电速度更快、使用更频繁，电动车电池的健康状况仍然良好。我们的最新数据表明，电池的使用寿命仍然远超大多数车队计划的更换周期。变化的是，充电行为现在在电池老化速度上扮演了更重要的角色，这为运营商通过智能充电策略管理长期风险提供了机会。”</p>
<p>然而，分析还显示，充电功率现在对电池状况和磨损的影响最为显著。具体而言，频繁使用功率超过 100 kW 的直流快速充电的电动车，其退化速度更快，年均退化率高达 3.0%，而主要使用交流电或较低功率水平充电的车辆仅为 1.5%。</p>
<p>不幸的是，数据无法精确计算电池达到特定 SoH 所需的年限。这是因为容量损失并不遵循严格的线性或指数模式。相反，通常在前一到两年内会迅速下降，然后进入第二阶段，老化速度较慢且更为一致。此外，充电行为可能会随时间变化。</p>
<h2>即使偏好 HPC，SoH 仍在保修范围内</h2>
<p>考虑到典型的八年保修期，至少可以估计在所有情况下 SoH 都保持在 70% 的临界阈值以上。根据 Geotab 分析的年退化率，可以合理假设主要使用交流电充电的车辆仅损失约 12% 的容量，混合充电习惯的车辆损失约 17%，而频繁使用直流快速充电的车辆损失可达 22%。换句话说，即使频繁进行直流快速充电，SoH 仍将保持在约 78%，高于临界的 70% 阈值。</p>
<p>“对于车队而言，重点应在于平衡，” Argue 补充道。“使用最低的充电功率以满足运营需求，可以对长期电池健康产生可衡量的影响，而不会限制车辆的可用性。”</p>
<p>剩余容量的另一个重要因素是车辆使用频率：使用频率较高的车辆显示出略快的退化，年增加约 0.8%，相比之下，使用频率最低的组别影响较小。其他因素，如气候，对退化的独立影响较小。在炎热地区运营的车辆每年退化速度比温带气候的车辆快约 0.4%。</p>
<p>globenewswire.com</p>

<p>Geotab 的一项研究显示，虽然快速充电可能会导致电动汽车（EV）的电池略微加速老化，但影响是微乎其微的。年老化率从 1.8% 增加到 2.3%，而 100 kW 以上的直流快速充电导致的老化率最高可达 3.0%。尽管如此，电池健康状况依然良好，大多数电动汽车在保修范围内仍保持超过 70% 的容量。Geotab 强调了智能充电策略在管理长期电池健康方面的重要性，建议在充电功率上保持平衡，以优化性能而不影响电池的使用寿命</p>

<p>In electric vehicles, degradation refers to the ageing process of the traction battery, which leads to a permanent loss of storage capacity and, consequently, a reduction in range. Today, EV manufacturers typically guarantee that the battery will retain at least 70 per cent of its original capacity after eight years or a maximum of 160,000 kilometres following a full charge. In other words, some degradation is normal, but it usually occurs to a lesser extent than covered by battery warranties; otherwise, manufacturers would constantly have to replace battery modules or even entire battery packs at their own expense. For example, a recent study by P3 demonstrated that EV batteries last significantly longer than previously thought, though it did not analyse charging behaviour in as much detail as Geotab has done.</p>
<div class="lb-trans"><p>在电动车中，退化指的是牵引电池的老化过程，这导致存储容量的永久性损失，从而减少续航里程。如今，电动车制造商通常保证电池在八年或充满电后最多行驶 160,000 公里时至少保留 70% 的原始容量。换句话说，某些退化是正常的，但通常发生的程度低于电池保修所涵盖的范围；否则，制造商将不得不不断以自费更换电池模块甚至整个电池组。例如，P3 最近的一项研究表明，电动车电池的使用寿命远比之前认为的要长，尽管它没有像 Geotab 那样详细分析充电行为。</p>
</div><p>Geotab, a global provider of telematics services and fleet management solutions based in Canada, has analysed real-world data to determine the impact of charging behaviour on the degradation of traction batteries. Specifically, the study examined whether vehicles are primarily charged slowly using alternating current (AC), for example, at a home wallbox, or whether fast charging with direct current (DC) is preferred. While fast-charging infrastructure has been expanding significantly for some time, a persistent misconception remains that frequently charging batteries at very high power levels—such as 100 kW and above—could be harmful.</p>
<div class="lb-trans"><p>Geotab 是一家总部位于加拿大的全球远程信息处理服务和车队管理解决方案提供商，已分析了真实世界的数据，以确定充电行为对牵引电池退化的影响。具体而言，该研究考察了车辆是否主要使用交流电（AC）缓慢充电，例如在家庭壁挂充电器上，还是更倾向于使用直流电（DC）快速充电。尽管快速充电基础设施已经显著扩展，但仍然存在一种持续的误解，即频繁以非常高的功率水平（如 100 kW 及以上）充电可能会对电池造成伤害。</p>
</div><h2>Faster degradation than in 2023</h2>
<div class="lb-trans"><h2>退化速度快于 2023 年</h2>
</div><p>For this study, Geotab examined real-world battery condition data from more than 22,700 electric vehicles across 21 brands, drawing on several years of aggregated telematics data. The findings revealed a slight increase in the annual battery degradation rate to 2.3 percent, compared to 1.8 percent in 2023. This means the State of Health (SoH), or remaining capacity, decreases by this amount each year. In practical terms: if a 60 kWh battery degrades to an SoH of 80 percent over time, it will perform like a 48 kWh battery and consequently offer significantly less range than when new.</p>
<div class="lb-trans"><p>在这项研究中，Geotab 分析了来自 21 个品牌的超过 22,700 辆电动车的真实电池状况数据，基于数年的汇总远程信息处理数据。研究结果显示，年电池退化率略微上升至 2.3%，而 2023 年为 1.8%。这意味着健康状态（SoH）或剩余容量每年减少这个比例。换句话说：如果一块 60 kWh 的电池随着时间的推移退化到 80% 的 SoH，它的表现将类似于一块 48 kWh 的电池，因此提供的续航里程将显著低于新电池。</p>
</div><p>Geotab attributes the slightly increased battery degradation rate to the growing use of high-power DC fast chargers by EV drivers—but does not consider this development alarming. “EV battery health remains strong, even as vehicles are charged faster and deployed more intensively,” said Charlotte Argue, Senior Manager, Sustainable Mobility at Geotab. “Our latest data shows that batteries are still lasting well beyond the replacement cycles most fleets plan for. What has changed is that charging behavior now plays a much bigger role in how quickly batteries age, giving operators an opportunity to manage long-term risk through smart charging strategies.”</p>
<div class="lb-trans"><p>Geotab 将略微增加的电池退化率归因于电动车驾驶者对高功率直流快速充电器的使用增加，但并不认为这一发展令人担忧。Geotab 的可持续出行高级经理 Charlotte Argue 表示：“即使车辆充电速度更快、使用更频繁，电动车电池的健康状况仍然良好。我们的最新数据表明，电池的使用寿命仍然远超大多数车队计划的更换周期。变化的是，充电行为现在在电池老化速度上扮演了更重要的角色，这为运营商通过智能充电策略管理长期风险提供了机会。”</p>
</div><p>However, the analysis also shows that charging power now has the strongest influence on battery condition and wear. Specifically, EVs that frequently used DC fast charging at power levels above 100 kW exhibited faster degradation, averaging up to 3.0 per cent per year, compared to just 1.5 per cent for vehicles primarily charged with AC or at lower power levels.</p>
<div class="lb-trans"><p>然而，分析还显示，充电功率现在对电池状况和磨损的影响最为显著。具体而言，频繁使用功率超过 100 kW 的直流快速充电的电动车，其退化速度更快，年均退化率高达 3.0%，而主要使用交流电或较低功率水平充电的车辆仅为 1.5%。</p>
</div><p>Unfortunately, the data does not allow for precise calculations of how many years it would take for batteries to reach a specific SoH. This is because capacity loss does not follow a strictly linear or exponential pattern. Instead, there is often a rapid decline in the first one to two years, before a second phase of slower and more consistent ageing begins. Additionally, charging behaviour can change over time.</p>
<div class="lb-trans"><p>不幸的是，数据无法精确计算电池达到特定 SoH 所需的年限。这是因为容量损失并不遵循严格的线性或指数模式。相反，通常在前一到两年内会迅速下降，然后进入第二阶段，老化速度较慢且更为一致。此外，充电行为可能会随时间变化。</p>
</div><h2>Even with HPC preference, SoH remains within warranty limit</h2>
<div class="lb-trans"><h2>即使偏好 HPC，SoH 仍在保修范围内</h2>
</div><p>When considering the typical eight-year warranty period, it can at least be estimated that the SoH remains above the critical threshold of 70 per cent in all scenarios. Based on the annual degradation rates from the Geotab analysis, it is reasonable to assume that vehicles predominantly charged with AC lose only around 12 per cent of their capacity, those with mixed charging habits lose about 17 per cent, and those frequently using DC fast charging lose up to 22 per cent. In other words, even with frequent DC fast charging, the SoH would still be around 78 per cent, which is above the critical 70 per cent threshold.</p>
<div class="lb-trans"><p>考虑到典型的八年保修期，至少可以估计在所有情况下 SoH 都保持在 70% 的临界阈值以上。根据 Geotab 分析的年退化率，可以合理假设主要使用交流电充电的车辆仅损失约 12% 的容量，混合充电习惯的车辆损失约 17%，而频繁使用直流快速充电的车辆损失可达 22%。换句话说，即使频繁进行直流快速充电，SoH 仍将保持在约 78%，高于临界的 70% 阈值。</p>
</div><p>“For fleets, the focus should be balance,” Argue added. “Using the lowest charging power that still meets operational needs can make a measurable difference to long-term battery health without limiting vehicle availability.”</p>
<div class="lb-trans"><p>“对于车队而言，重点应在于平衡，” Argue 补充道。“使用最低的充电功率以满足运营需求，可以对长期电池健康产生可衡量的影响，而不会限制车辆的可用性。”</p>
</div><p>Another important factor for remaining capacity is vehicle usage frequency: vehicles used more often show slightly faster degradation, with an annual increase of about 0.8 per cent compared to the least-used group. Other factors, such as climate, had a smaller independent impact. Vehicles operated in hotter regions exhibited about 0.4 per cent faster degradation per year than those in temperate climates.</p>
<div class="lb-trans"><p>剩余容量的另一个重要因素是车辆使用频率：使用频率较高的车辆显示出略快的退化，年增加约 0.8%，相比之下，使用频率最低的组别影响较小。其他因素，如气候，对退化的独立影响较小。在炎热地区运营的车辆每年退化速度比温带气候的车辆快约 0.4%。</p>
</div><p>globenewswire.com</p>
<div class="lb-trans"><p>globenewswire.com</p>
</div>

Geotab 分析：评估快速充电对电池容量损失的影响