據(jù)路透社報道，特斯拉計劃下個月發(fā)布一款續(xù)航里程為200-300英里（322-483公里）的大卡車，這表明特斯拉已將地區(qū)性運輸作為自己進入商用運輸市場的切入點。

特斯拉首席執(zhí)行官埃隆·馬斯克已經(jīng)承諾，將在9月份發(fā)布特斯拉原型半掛車，以擴大特斯拉在除豪華車以外的市場。馬斯克一直在用設(shè)想中的電池驅(qū)動重型卡車“撩”撥卡車行業(yè)：電池驅(qū)動的重型卡車可以與傳統(tǒng)柴油卡車可一較高下，傳統(tǒng)柴油卡車加滿油后可行駛1000英里（1610公里）。

Ryder System是總部設(shè)在邁阿密的車隊運營商。該公司首席技術(shù)官兼首席采購官斯科特·佩里認為，特斯拉原型電動卡車的續(xù)航能力可以達到運輸界老手眼中“長途”卡車運輸?shù)南卵?。佩里說今年早些時候他跟特斯拉高層見過面，討論了加州弗里蒙特的特斯拉工廠使用的技術(shù)。他指出，特斯拉的工作重點是沒有臥鋪的“日間駕駛型”電動大卡車，常規(guī)載重下的續(xù)航能力約200-300英里。

佩里說：“我覺得他們不會制定行駛里程更長的戰(zhàn)略，我想那就是他們的起步點?！?/p>

特斯拉在回答路透社提問的電子郵件中表示：“特斯拉的政策一直是拒絕對猜測發(fā)布評論，無論是否屬實，因為這樣做是愚蠢的。愚蠢！”

特斯拉的計劃和電池研究人員所說的當前技術(shù)可能達到的水平一致，只是該公司可能隨著這款卡車的開發(fā)而調(diào)整計劃。特斯拉尚未公布該卡車的續(xù)航里程、價格以及載貨能力。但馬斯克承認，公司已私下里和潛在買家有過會面，就買家的需求進行了溝通。

本月早些時候路透社曾報道，特斯拉正在為這款大卡車開發(fā)自動駕駛技術(shù)。

馬斯克曾表示，希望在幾年內(nèi)開始特斯拉半掛車的批量生產(chǎn)。這個大膽舉動有可能為這家設(shè)在加州帕拉奧圖的汽車制造商開辟一個潛在利潤豐厚的新市場。

但實際情況也可能證明，這是一個高成本干擾源。今年7月馬斯克曾警告說，隨著加快新轎車Model 3的生產(chǎn)，特斯拉正在為制造方面可能經(jīng)歷的“極為艱難階段”做準備。該公司的目標是到今年底使Model 3的周產(chǎn)量達到5000量，到明年某個時間達到1萬輛。

今年特斯拉的股價上漲了65%左右。但懷疑一直伴其左右。一些人質(zhì)疑馬斯克是否能讓特斯拉從小眾企業(yè)變?yōu)榇笠?guī)模汽車制造商。預(yù)計特斯拉股價將下跌的投資者已經(jīng)做空了該公司約22%的流通股。

作為一名怪異的億萬富翁，馬斯克的運輸夢想還包括移民火星。長期以來，他一直以挑戰(zhàn)傳統(tǒng)觀點為樂。在6月份的特斯拉股東大會上，馬斯克重申了他對電池動力長途卡車的承諾。

他說：“許多人都覺得我們造不出電動長途重型卡車，但我們相信這能做到?！?/p>

雖然Ryder System的佩里所描述的原型車在能力上仍遠遠落后于傳統(tǒng)柴油卡車，但如果能履行諾言，馬斯克也許真的會找到“甜點”。設(shè)在多倫多的Fleet Complete是一家卡車追蹤和分析機構(gòu)。據(jù)該公司首席策略官桑迪普·卡介紹，在美國，約30%的卡車司機都在從事100-200英里（161-322公里）的地區(qū)性運輸業(yè)務(wù)。

續(xù)航能力達到這個水平的卡車應(yīng)該可以從事地區(qū)性運輸，比如從港口到附近城市，或者從倉庫都零售網(wǎng)點。

卡說：“只要（馬斯克）能突破200英里，他就可以說自己造出了‘長途’卡車，而且從技術(shù)上講這樣說也沒錯?！?/p>

希望減少碳排放并降低運營成本的運輸公司對電動卡車非常有興趣。與燃油車相比，電動汽車需要的維護更少，電價也比柴油便宜。

但當前技術(shù)還無法支持能橫穿美國的載運電動卡車。專家指出，這樣做需要的電池太大太重，幾乎不會剩下裝載貨物的空間。

柴油卡車的平均價格約為12萬美元（約79萬元人民幣）?？▋?nèi)基梅隆大學電池研究人員沙尚克·斯里帕德和文卡特·維斯瓦納坦介紹說，對常規(guī)載重下可以連續(xù)行駛200-400英里（322-644公里）的電動大卡車來說，僅電池成本就可能超過這個數(shù)字。

斯里帕德和維斯瓦納坦最近發(fā)表的研究報告指出，電池重量和供電能力將常規(guī)載重半掛車的續(xù)航里程限制在300英里左右。報告對特斯拉提供的“有幫助的評價和建議”表示了感謝。特斯拉在回答路透社問題時并未認可這篇報告，也沒有做出評論。

研究者和業(yè)內(nèi)人士認為，按照剛剛起步的電動卡車行業(yè)的標準，200-300英里的續(xù)航里程會讓特斯拉的卡車幾乎具有經(jīng)濟可行性。

汽車廠商戴姆勒和運輸公司聯(lián)合包裹等運輸業(yè)擁躉表示，在電動汽車方面，他們的精力主要集中在短途卡車上。因為較短的距離和較輕的載重需要的電池較少，而且到了晚上卡車可以在集散中心充電。戴姆勒的卡車銷量居全球之首，該公司今年將開始生產(chǎn)電動卡車。戴姆勒管理人員表示，該產(chǎn)品的續(xù)航能力為100英里，載重9400磅（4230公斤），比同等水平的卡車載重量少約1000磅（450公斤）。

幾家初創(chuàng)公司跟戴姆勒不謀而合，其中包括設(shè)在洛杉磯的電動汽車制造商Chanje。它正在和Ryder System聯(lián)手打造行駛里程100英里的電動卡車，用來運送包裹。

Ryder System及其客戶相信電動卡車的購置成本可能較高，但維護費用可能較低，燃料成本也更容易預(yù)測。隨著電池價格的下降以及環(huán)保監(jiān)管的加強，使用電動卡車的依據(jù)可能變得更加充分。

Ryder System首席技術(shù)官佩里說：“人們目前認為這項技術(shù)可能是個重要的差異化因素。大家都想知道它的真實性有多少?！保ㄘ敻恢形木W(wǎng)）

譯者：Charlie

審稿：夏林

Tesla Inc next month plans to unveil an electric big-rig truck with a working range of 200 to 300 miles, Reuters has learned, a sign that the electric car maker is targeting regional hauling for its entry into the commercial freight market.

Chief Executive Elon Musk has promised to release a prototype of its Tesla Semi truck next month in a bid to expand the company's market beyond luxury cars. The entrepreneur has tantalized the trucking industry with the prospect of a battery-powered heavy-duty vehicle that can compete with conventional diesels, which can travel up to 1,000 miles on a single tank of fuel.

Tesla ’s electric prototype will be capable of traveling the low end of what transportation veterans consider to be “l(fā)ong-haul” trucking, according to Scott Perry, an executive at Miami-based fleet operator Ryder System Inc. Perry said he met with Tesla officials earlier this year to discuss the technology at the automaker’s manufacturing facility in Fremont, California. Perry said Tesla ’s efforts are centered on an electric big-rig known as a “day cab” with no sleeper berth, capable of traveling about 200 to 300 miles with a typical payload before recharging.

“I’m not going to count them out for having a strategy for longer distances or ranges, but right out of the gate I think that’s where they’ll start,” said Perry, who is the chief technology officer and chief procurement officer for Ryder.

Tesla responded to Reuters questions with an email statement saying, " Tesla ’s policy is to always decline to comment on speculation, whether true or untrue, as doing so would be silly. Silly!”

Tesla 's plan, which could change as the truck is developed, is consistent with what battery researchers say is possible with current technology. Tesla has not said publicly how far its electric truck could travel, what it would cost or how much cargo it could carry. But Musk has acknowledged that Tesla has met privately with potential buyers to discuss their needs.

Reuters reported earlier this month that Tesla is developing self-driving capability for the big rig.

Musk has expressed hopes for large-scale production of the Tesla Semi within a couple of years. That audacious effort could open a potentially lucrative new market for the Palo Alto, California-based automaker.

Or it could prove an expensive distraction. Musk in July warned that the company is bracing for “manufacturing hell” as it accelerates production of its new Model 3 sedan. Tesla aims to produce 5,000 of the cars per week by the end of this year, and 10,000 per week some time next year.

Tesla shares are up about 65 percent this year. But skeptics abound. Some doubt Musk's ability to take Tesla from a niche producer to a large-scale automaker. About 22 percent of shares available for trade have been sold "short" by investors who expect the stock to fall.

Musk, a quirky billionaire whose transportation ambitions include colonizing the planet Mars, has long delighted in defying conventional wisdom. At Tesla ’s annual meeting in June, he repeated his promise of a battery-powered long-haul big rig.

"A lot of people don't think you can do a heavy-duty, long-range truck that's electric, but we are confident that this can be done," he said.

While the prototype described by Ryder’s Perry would fall well short of the capabilities of conventional diesels, Musk may well have found a sweet spot if he can deliver. Roughly 30 percent of U.S. trucking jobs are regional trips of 100 to 200 miles, according to Sandeep Kar, chief strategy officer of Toronto-based Fleet Complete, which tracks and analyzes truck movement.

A truck with that range would be able to move freight regionally, such as from ports to nearby cities or from warehouses to retail establishments.

"As long as (Musk) can break 200 miles he can claim his truck is 'long haul' and he will be technically right," Kar said.

Interest in electric trucks is high among transportation firms looking to reduce their emissions and operating costs. Electric motors require less maintenance than internal combustion engines. Juice from the grid is cheaper than diesel.

But current technology doesn’t pencil when it comes to powering U.S. trucks across the country. Experts say the batteries required would be so large and heavy there would be little room for cargo.

An average diesel cab costs around $120,000. The cost of the battery alone for a big rig capable of going 200 to 400 miles carrying a typical payload could be more than that, according to battery researchers Shashank Sripad and Venkat Viswanathan of Carnegie Mellon University.

Battery weight and ability would limit a semi to a range of about 300 miles with an average payload, according to a paper recently published by Viswanathan and Sripad. The paper thanked Tesla for "helpful comments and suggestions." Tesla did not endorse the work or comment on the conclusions to Reuters.

A range of 200 to 300 miles would put Tesla at the edge of what the nascent electric truck industry believes is economically feasible, the researchers and industry insiders said.

Transportation stalwarts such as manufacturer Daimler AG and shipping company United Parcel Service Inc , said they are focusing their electric efforts on short-haul trucks. That’s because smaller distances and lighter payloads require less battery power, and trucks can recharge at a central hub overnight. Daimler, the largest truck manufacturer in the world by sales, will begin production this year on an electric delivery truck. The vehicle will have a 100-mile range and be capable of carrying a payload of 9,400 pounds, about 1,000 pounds less than its diesel counterpart, according to Daimler officials.

Daimler has been joined by a handful of startups such as Chanje, a Los Angeles-based manufacturer that has a partnership with Ryder to build 100-mile-range electric trucks for package delivery.

Ryder and its customers believe electric trucks could cost more to buy but may be cheaper to maintain and have more predictable fuel costs. As batteries become cheaper and environmental regulation increases, the case for electric trucks could strengthen.

"This tech is being seen as a major potential differentiator. Everyone wants to understand how real it is," said Perry, the chief technology officer.