If they do come up with a workable scheme, it might encourage producers of commercial evs in other countries to try something similar.
如果他們真的拿出了一個可行的方案,這可能會鼓勵其他國家的商用電動汽車制造商嘗試類似的東西。
But there are a lot of bumps in the road ahead before any of this will happen.
但在這一切發(fā)生之前,前面的道路上還有很多坎坷。
For one thing, it is not just a common specification for the battery that has to be agreed, but also the means by which it is attached and removed.
首先,這不僅是必須達(dá)成一致的電池規(guī)格,而且也包括連接和拆卸電池的方式。
That impinges on how companies design their vehicles, making agreement harder to come by.
這影響了公司設(shè)計汽車的方式,使得協(xié)議更難達(dá)成。
At present there is little standardisation in the ev business.
目前,電動汽車業(yè)務(wù)幾乎沒有標(biāo)準(zhǔn)化。
Batteries come in many shapes and sizes, and chargers work with some vehicles but not others.
電池有多種形狀和大小,充電器適用于某些車輛,但不適用于其他車輛。
A lot of batteries are also tricky to remove.
很多電池也很難拆卸。
Increasingly, indeed, they are designed into vehicles as part of the structure.
事實(shí)上,它們越來越多地被設(shè)計成車輛結(jié)構(gòu)的一部分。
Manufacturers who once assumed batteries would become commoditised now develop their own, employing them to provide commercial advantages such as increased range, faster acceleration and quicker charging.
曾經(jīng)認(rèn)為電池會商品化的制造商現(xiàn)在也在開發(fā)自己的電池,利用它們來提供商業(yè)優(yōu)勢,如增加續(xù)航里程、更快的加速和更快的充電。
The success of a battery-swapping scheme would thus depend on how its cost compared with charging batteries in situ -- though both options would probably be available on any given commercial vehicle.
因此,電池更換計劃的成功將取決于它與就地充電電池相比的成本--盡管這兩種選擇可能都適用于任何給定的商用車。
For private cars, where leasing batteries has not been popular, success is less likely.
對于私家車來說,租賃電池并不流行,成功的可能性較小。
Battery-swapping schemes for cars do exist.
汽車電池更換計劃確實(shí)存在。
Nio, a Chinese carmaker, provides swap stations in its home market, where many people live in apartments and so have no access to home charging.
中國汽車制造商蔚來汽車(NIO)在國內(nèi)市場提供換站服務(wù),那里有許多人住在樓房里,因此無法使用家用充電。
But most manufacturers are looking at better batteries and improved charging infrastructure.
但大多數(shù)制造商都在尋找更好的電池和更好的充電基礎(chǔ)設(shè)施。
Tesla, America’s biggest ev producer, considered battery swapping but ditched the idea in favour of developing its own Supercharger network.
美國最大的電動汽車生產(chǎn)商特斯拉考慮過更換電池,但最終放棄了這個想法,轉(zhuǎn)而開發(fā)自己的超級充電器網(wǎng)絡(luò)。
And charging times on most networks are coming down, with some high-voltage systems able to top up batteries from 20% to 80% in under 20 minutes.
大多數(shù)網(wǎng)絡(luò)的充電時間正在縮短,一些高壓系統(tǒng)能夠在20分鐘內(nèi)將電池從20%充滿到80%。
That still does not overcome the battery-strain problem.
這仍然不能克服電池緊張的問題。
But future batteries, particularly the solid-state variety that some companies are developing, promise to be smaller and capable of greater range, so will need charging less often.
但未來的電池,特別是一些公司正在開發(fā)的固態(tài)電池,有望變得更小、續(xù)航里程更大,因此充電的頻率將會降低。
Most private electric-car drivers will thus still need to keep their charging cables handy.
因此,大多數(shù)私人電動車司機(jī)仍然需要隨時攜帶充電電纜。