IQuit wrote:
富人 的 棺材.(恕刪)
所以01 鄉民有人主張，兩輪很安全的，不是沒道理。
可以人車分離。
吱吱吱。
好圖狼 wrote:
還真是鬼扯蛋.這些燃油車企如果還沒往電動車發展。就等著被淘汰吧
還有燃油車自燃是電動車的好幾倍.怎麼不拿出來講呢
也應注意祖國的核電池發展，對心臟輔助器壽命幫助很大
融合鎳-63 核同位素衰變技術和中國首個鑽石半導體（第 4 代半導體）
或許這也是汽車供應能源的最終解之一
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Lithium-ion battery fires are a growing public safety concern − here’s how to reduce the risk
Battery-powered vehicles account for a small share of car fires, but controlling EV fires is difficult. Typically, an EV fire burns at roughly 5,000 degrees Fahrenheit (2,760 Celsius), while a gasoline-powered vehicle on fire burns at 1,500 F (815 C). It takes about 2,000 gallons of water to extinguish a burning gasoline-powered vehicle; putting out an EV fire can take 10 times more.
但文章的後半段又有這一段
When this happens, the temperature in a battery can rise from 212 F (100 C) to 1,800 F (1000 C) in a second.
1秒內達到峰值就是溫度不會更高了
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三元鋰電池有不同電極材料,不同容量與不同形狀
容量越大的熱失控溫度越高,熱失控後會產生內部燃燒,接著會從電極處噴出產生噴射火焰,讓整個電池起火燃燒,噴射火焰的溫度也會隨著距離降低
大量電池燃燒時是像連鎖反應的方式,第一顆溫度上升燃燒後,相鄰的電池溫度提高到熱失控溫度後才會開始燃燒,依序這樣一直燒下去,所以電車的電池組燃燒時間可以到3~5小時才會燒完,但單顆電池幾分鐘就燒完冷卻了
比如一顆電池燃燒溫度是1000度,10顆一起燃燒不會變10000度,而且燒到後面的電池時前面的已經燒完降溫了
就像煉鋼廠的精鍊焦煤要放到高爐中再送入大量空氣燃燒聚熱的特定條件才能達到2000度
實驗室對不同種類三元鋰電池熱失控的數據,外殼溫度和噴射火焰的溫度會比中心溫度更低,所以實驗有區分中心溫度,外殼溫度,噴射火焰等各地方的溫度
查到的資料不管鎳鈷鋁酸鋰或是鎳鈷錳酸鋰燃燒溫度都低於1000度,要高密度捲起來放置鋁殼中聚熱之後才會高於1000度
Study on Thermal Runaway Behavior and Jet Characteristics of a 156 Ah Prismatic Ternary Lithium Battery
During the thermal runaway of the 811 ternary lithium battery, the front surface temperature of the battery can reach 851.8–943.7 °C, and the back surface temperature can reach 658.3–694.1 °C, both exceeding the melting point of the aluminum casing (660.4 °C). This melting can cause inaccuracies in temperature measurements. The temperatures of the bottom surface and the small side surfaces are lower than the aluminum melting point, and the order of the appearance of thermal runaway temperature inflection points is: Time(Tfront) = Time(Tbottom) = Time(Tleft) < Time(Tright) < Time(Tback). From the perspective of thermal runaway early warning, monitoring the temperature at the bottom surface and the small side surface near the battery anode is more accurate;
The highest jet temperatures at 50 mm, 150 mm, and 250 mm above the safety valve were 356.9 °C, 302.7 °C, and 216.5 °C, respectively. This indicates that the further from the outlet, the lower the jet temperature. The temperature rise rates at these three points were 77.1 °C/s, 40.9 °C/s, and 26.9 °C/s, respectively, showing that the temperature rise rate is inversely proportional to the distance from the safety valve;
Experimental Study on Thermal-Induced Runaway in High Nickel Ternary Batteries
The temperature at which the anode materials begin to decompose is 77.13 °C, caused by decomposition of the solid electrolyte interface and the temperature at which the cathode materials begin to decompose is 227.09 °C. The maximum surface temperature of the battery during thermal runaway is 641.41 °C; and the maximum inside temperature of the battery is 1117.80 °C.
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