How can a new energy vehicle charging difficulty to charging for 1 hour?

Construction of charging infrastructure has become an impact

New energy vehicle industry development and promotion of energy structure upgrade

And important measures to cultivate the emerging consumer market

In the first half of this year, China Electric Vehicle Charging Infrastructure Promotion Director of the Alliance Information Department Tong Zongqi was on a business trip almost every week. From the eastern coast to the central and western cities, the participants are talking about "building charging infrastructure". He really felt that the industry ushered in a new outbreak period.

After the two sessions in 2020, the charging pile was officially included in the new infrastructure category. Earlier this year, ten departments such as the National Development and Reform Commission and the National Energy Administration jointly issued the "Implementation Opinions of the National Development and Reform Commission and other departments on further improving the service guarantee capabilities of electric vehicle charging infrastructure" (hereinafter referred to as "Implementation Opinions"), proposed " At the end of the 14th Five -Year Plan, China ’s electric vehicle charging guarantee capabilities further improved. It is necessary to form a moderate advanced, balanced layout, and intelligent and efficient charging infrastructure system, which can meet more than 20 million electric vehicle charging needs.

The industry report of open source securities on July 19 pointed out that under the dual effects of policy support and market demand, the construction of China's electric vehicle charging facilities has been significantly accelerated. With the increase of new energy sales, the stack of 1: 1 pile ratio is target. In the next ten years, there will still be a gap of about 63 million yuan in the construction of China's charging piles, which is expected to give birth to a trillion -level charging pile market.

"Supporting support for electric vehicles and accelerating the promotion and application of new energy vehicles need to build a complete, efficient and open charging infrastructure system." Tongzongqi said that to some extent, the construction of charging infrastructure has become a affecting the development of the new energy vehicle industry. Promote an important measure to upgrade the energy structure and cultivate the emerging consumer market.

But there is still a small gap between reality and ideals. The relevant person in charge of the Energy Bureau of the National Development and Reform Commission said that while rapid development, there are still many outstanding issues that cannot be ignored. For example, some stocks cannot achieve fixed parking spaces, and public charging facilities have uneven development. The charging route planning and stump navigation functions are not complete. Users are difficult to find piles, slow piles, and the convenience of charging still needs to be improved. The charging queue is long. To this end, it is necessary to further strengthen the top -level design, promote the problem of solving the problems in the construction and maintenance of charging infrastructure, and help the high -quality development of the electric vehicle industry.

On July 20, the optical charging charging station in Sanjiang New District, Yibin City, Sichuan. Picture/Xinhua

"Mileage anxiety" is more from the low utilization rate

Since buying a new energy vehicle five years ago, Zheng Jiatu's mobile phone has downloaded up to a dozen charging apps. It is not only to quickly find the piles before the power consumption, but also to do market research. Another identity of Zheng Jiatu is the secretary -general of the China Electric Vehicle Charging Technology and Industry Alliance.

"Now there are basically no charging piles in first -tier cities. The question is whether the process of finding piles and charging is convenient." Zheng Jiabutu analyzed "China News Weekly" that the early car owners "finding difficulties in finding piles" were mainly because of charging because of charging. The number of piles is insufficient. With the "horse racing circle" of various operators, the problem of dosage is basically solved, but the new problem of "low utilization" is left behind.

A Beijing car driver told "China News Weekly" that the first pure tram EC180 launched by BAIA in 2017 was only 150 to 200 kilometers, and the average of about 300 kilometers a day for online car rental, which was released. There were "mileage anxiety" in half a day. If you receive a long -distance order in the middle, the driver must first calculate the electricity of the car. You cannot throw the passengers in the halfway, and the destination must have a charging place. If these two points cannot be satisfied, they will not receive the order. Now the battery technology is improved. The maximum mileage configuration can reach 700 kilometers. You can also find several fixed charging public venues, but the efficiency is too low.

According to the latest statistics of the China Electric Vehicle Charging Infrastructure Promotion Alliance (referred to as the China Charging Alliance), as of June 2022, the preservation of public charging piles was 1.528 million units, an increase of 65.55 % year -on -year, and the sales of new energy vehicles were closely increased.

According to the data released by the Ministry of Industry and Information Technology earlier this year, China ’s new energy vehicle sales were 3.5.21 million units, an increase of 1.6 times year -on -year, and ranked first in the world for 7 consecutive years. Fu Bingfeng, Executive Vice President and Secretary -General of the China Automobile Industry Association, predicts that in 2022, the production and sales of new energy vehicles will reach 5 million. In this situation, new energy vehicles will account for 20 % of the planned targets in 2025. Realize in advance.

In the "Development Guide to Electric Vehicle Charging Infrastructure (2015-2020)" released in 2015, it proposes to clarify the goal of charging infrastructure construction in accordance with the principle of moderate advancement. At that time, more than 12,000 concentrated charging and replacement stations were planned to be added by 2020, and more than 4.8 million decentralized charging piles were planned to meet the charging needs of 5 million electric vehicles across the country.

Since then, the number of enterprises related to charging piles has exploded. According to statistics from enterprise investigation, by 2017, the number of registered enterprises exceeded 10,000, which was about 2.7 times in 2015.

On January 28, people charged in the parking lot of Wanquanhe Park, Qionghai City, Hainan. Photo/Visual China

Hu Boyang, who studied V TO G (vehicle to power grid) technology during the post -work of the University of California, Los Angeles, also saw the development opportunities of the domestic charging pile industry, and returned to China to start a business in 2015. "Really stepped into this hundreds of billions of markets, I found that challenges are everywhere." Hu Boyang, the founder of CICC Technology (Beijing) Co., Ltd., sighed. "New energy vehicles in large cities have been popularized early, and the operating returns of charging piles performed well, but the layout of third- and fourth -tier cities, at least two years of silence, waiting for new energy vehicle users to grow up. This is not a small company that can afford it. "Hu Boyang said that the early charging infrastructure of small and medium -sized cities relied on state -owned enterprises such as State Grid and Southern Power Grid and several head private companies.

According to the statistics of the China Charging Alliance, as of June this year, among the public charging infrastructure operators, the special call ranks first with the operating volume of 287,000 charging piles. It is the State Grid, Cloud Express and Southern Power Grid in turn. The top five operators manages nearly 70 % of public charging piles.

The charging pile industry has invested in the early stage, long return cycles, and small and micro enterprises are facing huge financial pressure. In the first three years, Hu Boyang invested tens of millions of yuan. In order to survive, the company continued to optimize costs. Now only the marketing department is in Beijing. The core R & D team moved from Beijing Haidian to Shenzhen. Due to the high cost of employment costs Relocated to Chengdu, the factory was eventually settled in Liaoyang in third -tier cities. Considering the high cost of infrastructure and later operations in the early stage, Hu Boyang Company is currently focusing on selling charging piles. It only does later operation and maintenance for old customers in Beijing and surrounding areas. The B -side mechanism is mainly based on the B -side agency.

A large number of "zombie piles" were left after the first wave of industry. A senior practitioner pointed out that at that time, the collaborative planning between the departments had not yet been formed, and the new energy vehicles and charging piles were separated from different departments. Each department was planned independently, resulting in cars without piles in some places, and there were no piles in other areas. At the enterprise level, in the early market competition, each family is more popular, not the scientificity and quality of the site. "The most extreme performance is that some charging piles are built into Bao rice."

In the era of industry 1.0, there are also technical disadvantages. A large number of laid low -cost AC charging piles are another major problem. According to statistics from the China Charging Alliance, there are currently 863,000 public AC electricity piles, accounting for more than 50 %. Among the operators, the number of AC piles charging stars is the largest, about 198,500, accounting for nearly 70 % of the company's total operations; special electric electricity is second, with about 111,200 AC electric piles. Due to the slow charging speed and low safety factor, the effective use rate of AC electricity piles is low, and the elimination of the mainstream market in the future has almost become an industry consensus.

"During the" Thirteenth Five -Year Plan "period, the charging pile industry mainly solved the problem from zero to one, and various operators made great contributions." Tongzongqi said that the industry has the foundation of development, and then talk about the problem of upgrading iteration and optimization. This is also the normal path for development.

"In the future, a charging terminal will be installed on each parking space, and there are about 30 control points of a terminal. This new charging network that combines the data network and energy storage network will form the largest industrial Internet." "China News Weekly" said that the data collection of Internet of Vehicles depends on DC electric piles, and the AC electricity cannot achieve this function. Therefore, more costs have been invested in the early layout market. Now the DC electric piles that are specially call account for more than 60 %.

At present, the charging facility operating terminals that are incoming calls have covered more than 350 cities across the country, with a total charging volume of nearly 12 billion kWh. However, according to the bulletin issued by the parent company Tered in March 2022, the cumulative loss has exceeded 500 million yuan since 2016.

The main revenue of the operator comes from the service fee, and the utilization rate of single pile is the key factor in service fee income. The same flag calculated a account. Usually, the target value of the vehicle's power balance (SOC) must be charged when the remaining 50 % remains. The average vehicle is charged at 25.2 degrees, and the service fee standards in various places are different. The service fee of one -time electricity is 8.82 ~ 12.6 yuan. The average single -day mileage in Beijing's urban area is about 40 kilometers, and the power consumption of air conditioning is charged once every three or four days. If the pile ratio is 1: 1, the minimum monthly service fee of a single pile is only 70 to 120 yuan. The exchange electric piles can be used for more than two years before they can return to the book. The cycle of the DC electric pile is longer.

In reality, according to iResearch, the daily utilization rate of single piles is only about 5.2 %. "The minimum utilization rate of charging pile profit is about 30 %, which means that a charging pile is in use at least 8 hours a day." Zheng Jiatu said.

Whether the charging pile can make a close relationship with the construction position. At this stage, the behavior of the deployment of charging piles in each enterprise is also more rational. In the early stage, whether the government's local government can provide more scientific planning plans is also an important influencing factor. Take Taiyuan, Shanxi as an example. After being approved at the end of 2013, it became the first batch of new energy vehicles promotion and application cities in the country. The electric field, etc., concentrated the charging pile under the urban viaduct, effectively improved the convenience and utilization rate of charging.

"The ratio of electric car piles in European and American countries is even 4: 1. The pressure on the utilization rate of charging piles should not be placed on the operator. It should also encourage land users to build and operate, such as hotels, catering, and supermarkets have more motivation to build motivation for construction. In the future, charging can be popular like WIFI and become a value -added service for business places. "Zheng Jia Rabbit pointed out that with the popularity of private electric vehicles, the main replenishment scenarios in the future will be concentrated in residential, companies and large shopping malls. At present, compared with the problem of increased utilization of public charging piles, private charging piles are more difficult to enter the community. The problem of private charging is getting more and more prominent

"At present, the domestic car pile ratio is about 3: 1, and this proportion will basically be maintained in the future." Zheng Jiabutu said. Previously, the "Development Guide to Electric Vehicle Charging Infrastructure (2015-2020)" has planned that by 2020, more than 12,000 newly concentrated charging and replacement stations will be added, and more than 4.8 million decentralized charging piles will be added. Thousands of. The reality is that by the end of 2019, the construction volume of public charging piles has been completed, but the completion rate of private piles is less than 20 %. A set of comparison data is that the US private charging piles account for nearly 80 % of the market.

Zheng Jiatu analyzed that this is mainly because the family residence structure of domestic and foreign residents is different. Most American families are unique houses. The conditions for self -built private charging piles are convenient. The mainstream markets of domestic new energy vehicles are in large population cities. Most of the housing is commercial housing. However, the obstacles to the construction of private piles in the community have made it difficult to increase the proportion of domestic private piles.

From the perspective of the new energy vehicle consumer market, Tongzongqi pointed out that starting from the second half of 2020, the consumer entity has gradually tilted from the B -end to the C -end. "For more and more private consumers, the most convenient way is to charge at home. This is why the problem of private charging is becoming more and more prominent." Tongzongqi said.

Private charging piles are generally attached or purchased with new energy vehicles, and the supply is not a problem. Public information shows that the top five of the market share of private charging piles are all car companies, and the BYD family is unique. As of May 2022, BYD has built a private charging pile with a maximum of 1.367 million units, accounting for more than 60 %, followed by BAIC, SAIC, ideal and Weilai.

However, in the construction of private piles, the property has become the largest blockbuster to enter the community. Zheng Jiabutu found that the difficulty of entering the community in the community through daily research and development is the funding of funds, that is, whoever built the money in the early stage, and after the construction is completed, when the property signing the contract with the community expires, the operating service fee returns. The manifestations of these symptoms are "large -scale electrification transformation and coordination of fixed parking spaces in stocks."

In direct power supply communities in power grid companies, after the user reports, the power grid enterprises are mainly conducted electrical transformation and providing access services. Due to the limited reserved access conditions, car owners often pull out dozens of meters or hundreds of meters from the power grid to connect to their own parking spaces. This construction cost is high and there are certain security risks. In the direct power supply communities of non -power grid companies, most of the property completes the transformation and service work. Due to the above -mentioned funding problems, and the significant improvement of fire protection in the process of subsequent services, the property is often obscured on the grounds of "fire safety and power capacity" and built. Pile enthusiasm is not high.

A person in charge of a charging pile company in Beijing in Beijing told China News Weekly that "capacitance" is indeed the main challenge facing after entering the community. The land utilization rate of Beijing urban area is high and the structure is complicated. Near the residential area, there are also places such as shopping malls, industrial parks, universities, hospitals, troops, or institutions. Due to regional grid capacitors, the charging piles that must be connected must not cause interruptions. Extreme situations such as electricity to avoid property or safety losses to surrounding units. This requires multiple coordination with relevant departments and improved charging pile technology to increase construction costs.

In response to security issues, special calls have proposed a "urban operator" model to solve a series of problems such as large charging power, long installation and approval process, high parking density in the community, close from residential buildings, and disorderly charging. According to the person in charge of the relevant departments of the call, in the urban operator model, special calls can be concentrated and controlled by charging equipment in a community. At the same time, charging operators also played the starting point for government management residential communities. After a charging safety accident, the government can directly account for operators. At present, this model has been tried in cities such as Qingdao, Chengdu, Tianjin.

However, the person in charge of the relevant departments of the above -mentioned special call also acknowledged that the premise of this model is that the community has free land for construction, and the real problem is that a large number of old communities even the most basic parking spaces are very nervous.

According to the analysis of the "Research on the Development Strategy and Roadmap (2021-2035)" jointly released by the China Automobile Engineering Society and the Tsinghua Sichuan Energy Internet Research Institute, the current energy vehicle is currently low, and the construction of public parking spaces in the community Public charging piles and low parking spaces can easily cause opposition from most fuel car owners. Oil vehicles occupy, charging vehicles and other issues can easily intensify contradictions between owners and increase the difficulty of property management.

"Unified establishment" is one of the feasible solutions. According to Tongzongqi, when real estate developers planned construction, a parking space was planned in advance to uniformly build a charging pile, including equipped with distribution meters and lines to carry out unified management. "Installing private piles in the community is not the only way to solve the charging of residential areas."

On July 7, at the routine blowing meeting of the State Council, Zhang Yan, the person in charge of the Department of Housing and Urban -Rural Development, said that in the residential community, the construction of charging facilities in the residential community was revised and released A series of standard specifications such as design standards "" Full Residential Community Construction Standards "," Technical Standards for Electric Vehicles Disaptible Charging Facilities ", etc., clarify the regulations of" 100 % of new residential construction parking spaces should be constructed to build charging facilities or reserved construction and installation conditions " It has formulated standards for the planning site selection, power supply system, supporting facilities, and completion acceptance of charging facilities to further improve the top -level design and provide guidelines and basis for local work. However, from the perspective of the research data of the China Charging Alliance, the proportion of the successful installation of pure electric car owners is about 50 %. Even in 2025, this proportion has increased to 60 % and 70 %. It is impossible to install charging piles in the community for various reasons.

"It may take some time to solve the difficulty of the community charging, but the policy can really play. The implementation of the policy depends on the guidance of the local government, and even the local government needs to introduce the implementation of the implementation." Tongzongqi said that car companies and car owners must simultaneously synchronize the synchronization To change your mind, the car should actively help car owners to solve the problem of private home installation, such as cooperating with operators to provide services. Consumers also have to develop new consumption habits. When buying fuel vehicles in the past, they often only care about vehicle performance. They do not consider which refueling. With the popularity of new energy vehicles, before buying new energy vehicles, consider charging problems first. How to solve.

Is the technical route dispute?

In the "Implementation Opinions on Further improving the service guarantee capacity of electric vehicle charging infrastructure service guarantee", ten departments such as the National Development and Reform Commission not only put forward the goal of meeting more than 20 million electric vehicles for charging, but also given the promotion of accelerated power conversion mode. Application scenario. The "Implementation Opinions" proposes to accelerate the exploration and promotion of vehicle power separation mode.

Power replacement, that is, to complete the power replenishment by replacing the battery. At present, there are three ways: chassis, side power exchange, and sub -box replacement, which are mainly mainstream. Compared with the other two modes, the chassis can be fully automated, the power replacement speed is faster, the average time is 3 to 5 minutes, and the weight of the front and rear axles of the car body will not be changed after the power is changed.

The biggest advantage of power changes is fast, solving the problem of replenishment pain points with long charging time and longer charging queue. As the earliest domestic commercial service platform in the field of electricity replacement, Olympic New Energy has deployed more than 400 power stations in China. Zhang Jianping, co -chairman of Olympic New Energy, said in an interview with the media that it plans to reach 10,000 power stations in 2025. In November 2020, Olympic New Energy launched the 4.0 version of the "20 -second speed replacement" version of the power station. The time to change the power change is shortened from 10 minutes to 3 minutes, and then 20 seconds.

"In response to the depression, damage, drum bag and other problems such as the replaced batteries, it brings potential security risks and the loss of the main assets of the power station. We can provide solutions through technology." According to "China News Weekly", one of the company's core business is to provide intelligent system platform services for power changes. The station control platform can monitor the power and charging of the spare battery in the power station. Through the visual scanning function, each battery replaced can be "rapidly detected" to continuously optimize the operating efficiency and safety control of the power station.

On June 6, the production workshop of a company in Deqing County, Huzhou City, Zhejiang, workers rushed to make new energy vehicle intelligent wireless charging piles. Photo/Visual China

At present, Green Boat Technology's power -changing station control system has laid more than 200 seats across the country. However, Wanlin also said that Green Boat Technology will still open up the market through platform -level product sales and technical services in the future, and will not hold heavy assets in construction for the time being.

High construction costs are one of the main shortcomings of the power replacement mode. The power change station covers a large area. A single power station usually requires 3 to 4 standard parking spaces. At the same time, it is necessary to reserve 1.5 times the battery of the number of service vehicles. For example, 100 vehicles in daily services, about 150 batteries, of which 50 yuan must Used for circulation. The industry's consensus on the cost of power changes is 1 to 3 times that of the construction of the same volume charging station.

Zhang Jianping also said that the cost of building the first power station for Olympic New Energy was 6 million yuan. Assuming that a single power station can serve 100 vehicles, then each vehicle takes the cost of 60,000 yuan. Through continuous improvement, the cost unit price of each car to each car has dropped to about 10,000 yuan.

"Vehicle electrical separation model can reduce the cost of car purchase by users." The staff of Weilai Automobile relevant departments introduced. In August 2020, GB/T "Electric Vehicle Electricity Safety Requirements", which was drafted by BAIC New Energy, Weilai, Zhongqi Center and other units. The recommended national standards for the Electric Vehicle Electricity Electricity Safety Requirements passed the review. Under the "Weilai Battery Rental Service" model, when users buy pure electric vehicles, they do not need to bear the cost of the battery part. Instead, they are leased from the battery bank and the rent can be paid by the rent. Take a new car.

However, in this mode, the owner uses a strange battery every time. Because it does not understand the battery attribute, a new "replenishment anxiety" is derived. The above -mentioned senior practitioners pointed out that due to the large number of batteries, electricity may be supplemented at 50 % of the remaining batteries. Some batteries can still support it for a long time at 20 % of the electricity. It is difficult for the owner to grasp the power change. In addition, the car is a fixed asset as a transportation tool. After all, the car battery is not a shared charging treasure. The owner is still used to "own" instead of "renting". "Even if it is installment, who wants to buy old batteries in the end?" According to the data from Irai Consulting, in 2021, the number of Chinese power stations in China reached 1,406, an increase of 1.5 times year -on -year. It was mainly involved in the construction of the three companies of Weilai, Olympic New Energy, and Hangzhou Betan Technology, accounting for over 90 %. Among them, Weilai and Olympic New Energy occupied an absolute advantage in terms of quantity, operating 789 and 402 power stations, respectively, with a total proportion of more than 80 %.

In January of this year, the battery manufacturer Ningde Times entered the bureau to launch an EVOGO of electricity replacement service brand, and a combination of a combination of power replacement solutions composed of the three major products of "Power Change, Power Change, and APP". The biggest highlights are "chocolate replacement blocks", which is divided into multiple small battery packages into multiple small battery packs to solve the power replacement needs of different models and brands.

"The addition of this kind of power battery company in Ningde Times is definitely a good for the power replacement industry." Tongzongqi said that one of the reasons for the current difficulty in advancing power changes is standardization. Different series of products have not exactly the same battery standards. Battery packs (PACK) and battery management system (BMS) are the basis for the differentiation of vehicles, which forms a difference in performance to attract different consumers.

If the car chassis becomes more and more similar, the structure is becoming more and more different, the control and information will slowly homogeneity. At the 14th China Automobile Blue Book Forum in early July, Yin Chengliang, a professor at Shanghai Jiaotong University and chairman of the Shanghai Intelligent Connected Automobile Technology Center, said in his speech that this will break the logic of "the entire vehicle as the king" and form a battery as the core "Intel" or "Microsoft" on the intelligent platform. Yin Chengliang proposed soul torture to the carman on the forum: Does the car industry need IBM? Are you really ready?

In terms of improvement efficiency, the charging giant has also launched a "super charging" model. The cooling liquid is supercomplained, achieving the goal of 300 kilometers of charging for 5 minutes. However, the person in charge of the relevant department of electricity also said that supercharging technology was a transitional solution that occurred with the incomplete charging infrastructure with the large -scale development of electric vehicles. Due to a large use of supercharge piles, it will put pressure and challenges to the automotive power system and the power grid. The company does not regard large -scale supercharge as the future mainstream development direction.

"In the long run, electricity changing is only applied in specific scenarios and regions, but it will not become the mainstream mode. The most important thing is to configure different nature supplement methods according to different scenarios to improve efficiency." Tongzongqi said, for example, saying that it is said that, it is said that it is said that it is The community can adopt the combination of DC low -power slow charging and intelligent charging services. Supermarkets, shopping malls and other consumer venues can be used to build slow charging piles and fast charging piles. In the highway and gas stations and other use scenarios, power replacement and overhaul can be used. Charged to meet the needs of the fast replenishment of the vehicle.

If the "Thirteenth Five -Year Plan" period, the construction of the charging pile infrastructure is in the state of investment and construction from scratch, then during the "Fourteenth Five -Year Plan" period, each family must be change. "Regardless of the technical route, service capabilities will be the core of the future competition in the charging infrastructure industry." Tongzongqi said.

Send 2022.8.8 Total Issue 1055 "China News Weekly" magazine

Magazine title: The ideal and reality of trillion -level charging new infrastructure

Reporter: Li Mingzi ([email protected])

Operation editor: Xiao Ran

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