Electric vehicles have three treasures, energy saving, subsidies, and license-free.
In today's policy and car companies are pushing new energy vehicles, electric vehicles have undoubtedly become the choice of many car buyers.
Since the earliest introduction of the new energy vehicle subsidy policy in 2013, the dividends brought by subsidies have also stimulated the rapid growth of the new energy vehicle market, and the output of new energy vehicles has also increased by more than ten times between 2013 (17,500 units) and 2020 (235,000 vehicles), all of which seem to be steadily advancing in the general direction.
According to the latest production and sales data released by the China Association of Automobile Manufacturers, in November this year, the production and sales of new energy vehicles reached 457,000 units and 450,000 units, respectively, an increase of 15.1% and 17.3% month-on-month, and an increase of 1.3 times and 1.2 times year-on-year. From January to November, production and sales of new energy vehicles reached 3.023 million units and 2.990 million units, respectively, up 1.7 times year-on-year, higher than in the previous october.
When the market share of new energy vehicles gradually rises, the development of charging infrastructure problems follow.
The new energy vehicle market continues to be hot, and the construction of charging infrastructure is not idle. According to the latest data released by the China Electric Vehicle Charging Infrastructure Promotion Alliance, as of November 2021, the current total vehicle-to-pile ratio is about 3:1, which is still far from the 1:1 indicator of the vehicle-to-pile ratio planned in the "Electric Vehicle Charging Infrastructure Development Guide (2015-2020)".
So, when will the vehicle-to-pile ratio reach 1:1? Is 1:1 the most idealized ratio? Let's see what the experts say.
Fu Yuwu is the Honorary Chairman of the Society of Automotive Engineers of China
The popularization of China's charging infrastructure is very fast, and there will be a major breakthrough in 2022, and the vehicle-to-pile ratio can reach 1:1 by 2025, which is no doubt.
However, when gradually approaching the goal of 1:1 vehicle-to-pile ratio, it is also necessary to pay attention to the diversified development of public charging piles and private charging piles, and the rational allocation of charging resources, such as the inability of new energy vehicle users to install their own private charging piles, highway queues waiting for charging long, etc., which are all unreasonable reflections of the unreasonable allocation of charging resources.
Wang Zidong is the director of the National 863 Electric Vehicle Major Special Power Battery Test Center
At present, the ratio of new energy vehicles to piles has not reached 1:1, not because the industry has neglected the construction of charging infrastructure, many car companies will provide services for installing charging piles after selling a new energy vehicle, but many consumers do not have the conditions to install charging piles.
For example, there is no personal parking space, the community is old and cannot be connected to electricity, etc. It can be seen that car companies attach great importance to the user's charging experience, but are subject to the current social situation and cannot provide services to users.
Therefore, compared with when the vehicle-to-pile ratio reaches 1:1, how to solve the problem of "vehicle-based distribution" is the focus of the current thinking of the whole society, if the problem of "vehicle-based distribution" can be solved, with the current public charging pile ownership, it is basically enough to solve the current charging problem.
Chen Quanshi is a professor at Tsinghua University and the director of the Automotive Research Institute of Tsinghua University
The charging service provided by the private charging pile is 1 to 1, the charging service provided by the public charging pile is 1 to N, is the vehicle-to-pile ratio need to reach 1:1 is the most reasonable?
Answering this question depends on the specific proportion of private charging piles and public charging piles. It is certain that most of the private charging piles are mainly slow charging, and they are basically charged at night during the trough period of electricity, which is in line with the theme of energy conservation and environmental protection of new energy vehicles, and should be mainly promoted.
At present, many new energy vehicle users cannot achieve "power distribution with vehicles" for various reasons, and this problem also needs to be solved first. As for high-power charging piles, it will not only increase the power supply pressure of the power grid, but also have the hidden danger of accidents caused by excessive current, so high-power charging technology can be studied, but commercial promotion is not advocated at this stage.
Cui Dongshu is the Secretary-General of the National Passenger Car Market Information Joint Association
In fact, the new energy vehicle-to-pile ratio is enough when it reaches about 5:1, and the overall structure of the future charging infrastructure should be mainly private charging piles, supplemented by public charging piles.
Personally, I believe that the proportion of household charging piles should be 90%, and the proportion of public charging piles should be 10%.
As for the eleventh period, the highway service area queued up for a few hours to charge a row, resulting in many new energy vehicle users complaining, this phenomenon has been reflected before - when the holiday highway is free, everyone is stuck on the highway for several hours, isn't there also a lot of complaints?
This is a complex social problem, which cannot be solved by the vehicle-to-pile ratio reaching 1:1 or the popularization of flushing and changing electricity.
As the big coffee said, the opposite of the charging problem is not the shortage of charging piles.
According to the latest data released by the China Electric Vehicle Charging Infrastructure Promotion Alliance, from January to November this year, the increase in charging infrastructure was 704,000 units, an increase of 120.3% year-on-year, and by November 2021, the cumulative number of charging infrastructure in the country was 2.385 million units, an increase of 55% year-on-year. The incremental ratio of vehicle piles is 4.2:1, and the current total pile ratio is about 3:1.
And the proportion of vehicle piles is currently the highest in the world. It is not difficult to see from the data that the ratio of 3:1 charging piles is completely sufficient to meet the continuous energy demand of domestic new energy models. But why is it that under this popularity, there is still a problem of charging difficulties?
Does increasing the number of charging piles really solve the problem?
As many fuel vehicles and electric vehicle owners argue about the issue of endurance, the core of the problem of electric vehicle charging difficulties is actually not only the number of charging facilities, but also the charging technology.
As fuel owners say, even in the peak of travel, when there are more vehicles in the gas station, it only takes half an hour from queuing to refueling. The electric car needs not only to wait in line for an idle charging pile, but also to spend time waiting for charging, which will consume a lot of time.
It is true that from the perspective of laying layout, the current number of charging piles in the high-speed service area is indeed difficult to meet the sudden increase in charging demand. But starting from reality, can further expanding the number of charging piles solve the current problem of charging difficulties?
Obviously not, the first aspect is that in the face of the continuous expansion of the new energy vehicle market, increasing the number of charging piles can only be said to be a bottomless pit, because charging piles are not like gas stations, that is, adding and leaving, charging is a process, increasing charging piles to a certain extent only reduces the queuing time of electric vehicle owners, and the core problem of charging is the time cost of waiting for charging.
The second aspect is that the current charging pile market construction still comes from a third party, and it is necessary to achieve equipment laying through market investment. However, the charging pile itself is a market with a relatively long payback period and a lack of traffic realization at present. And more importantly, the high-speed service area is not like the ordinary urban area, the use rate of charging piles is far less stable than the city, if it is only to cope with the travel peak brought about by the three long holidays a year and increase the number of charging piles in a large number, this practice is extremely uneconomic.
Because increasing the number of charging piles not only brings construction costs and maintenance costs, but also has another problem in off-peak travel time, these increased charging piles are undoubtedly another waste of resources.
Therefore, in the long run, increasing the number of charging piles is only a slow-down strategy to solve the charging difficulties of new energy vehicles at present, and it is necessary to solve the problem of charging difficulties from the root causes.
The environment tends to be unified
From the demand level, the fastest way to solve the problem of charging is undoubtedly to increase the number of charging piles, so Beijing, Shanghai, Guangdong and other places have announced the promotion plan of charging and replacing infrastructure.
Beijing plans to build no less than 50,000 new electric vehicle charging piles and about 100 substations by 2022; Shanghai plans to build 200,000 new charging piles by the end of 2025; Guangdong plans to build about 180,000 charging piles in the province by 2022; and Hunan plans to have more than 400,000 charging facilities by 2025.
As mentioned above, to expand the distribution of charging piles to alleviate the problem of charging difficulties, in the long run, it is only a delay, the core is still in the optimization and unification of charging technology.
Because for now, we can indeed see that many companies have made contributions to optimizing charging methods, such as Weilai's power exchange technology and GAC New Energy's super fast-charging battery.
Technology sharing is the basis for solving the difficulty of charging
In fact, both car companies and consumers want to unify charging and battery technology and achieve progress together, which can not only maximize the applicability of new energy technology, but also the most effective solution to solve the problem of charging difficulties.
But of course, even now, there is still considerable room for development of new energy technology, and charging solutions are constantly optimizing and improving.
It is precisely because of this that many dedicated car companies are now sharing technology and striving to promote the development of the entire new energy automobile industry.
For example, BYD's blade battery and GAC New Energy's magazine battery are open to sharing to the entire new energy vehicle industry to promote the popularity of blade batteries and benefit the industry and consumers, and the concept of this technology sharing is also the core of solving the problem of charging difficulties.
summary
It is true that new energy vehicles, as the core direction of today's automotive industry, do have a visible development speed.
However, from a practical point of view, new energy vehicles are still in the development stage, whether it is technology or market supporting need to be further improved, so the derived problems are naturally more obvious, such as the problem of charging is the new energy automobile industry has been trying to overcome the difficulty.
However, from the current action of car companies, with the sharing of technology and the multi-party cooperation of various car companies, it is believed that the problem of electric vehicle charging difficulties will be well solved in the near future.
This article comes from the charging pile horizon