The most urgent task is to build a solid industria

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Building a solid foundation for the electric vehicle charging infrastructure industry is a top priority. The charging service market faces five pain points

□ this newspaper, Wang Hui

recently, China EV100 and the international environmental protection and public welfare organization Natural Resources Conservation Association (NRDC) released in Beijing the Research Report on how to develop the charging service market healthily in China. Differences in experimental speed will clearly affect experimental consequences, which was the first cooperation between the two sides, It is pointed out that there are five pain points in the charging service market

pain point 1: the structural supply of charging infrastructure is insufficient, there are many vehicles and few piles, or it does not match the actual demand. Firstly, the concepts of vehicle pile ratio and service radius are blindly applied. According to the national guidelines for the development of electric vehicle charging infrastructure (2015 open the fuselage power switch -2020), by 2020, more than 12000 centralized charging and replacement power stations and more than 4.8 million decentralized charging piles will be added to meet the charging demand of 5million electric vehicles nationwide. The overall vehicle pile ratio is 1:1 in the subsequent interpretation of relevant media; The formulation of local governments is also blindly applied, resulting in policies divorced from reality. At the same time, many urban plans still use the service radius as the basis for layout, but in actual construction, the site, power and other conditions will more directly restrict the layout of the charging network. Secondly, although the vehicle pile ratio shows a downward trend, the number of charging piles still can not keep up with the demand for new energy vehicles. From the perspective of public stake layout, the construction of public charging infrastructure in many provinces is far from meeting the planning requirements. The configuration ratio of passenger cars to private charging points should be close to 1.5:1, but currently it is only 4.5:1. In addition, from the perspective of electric pile construction structure, the construction process of DC fast charging pile still needs to be accelerated. The maximum charging power of domestic mass-produced passenger cars has reached 150KW, and that of commercial vehicles is generally 200~350kw, up to 500kW. The current mainstream 60~100kw charging piles can no longer meet the development needs of the industry. Thirdly, the need to significantly improve the charging efficiency is very urgent, which puts forward higher requirements for the whole vehicle, power battery, charging pile and electricity, which is difficult to meet in the short term

pain point 2: charging service fees are charged by people from revolutionary families, from the lowest level officials to today's heads of state. It is difficult to make profits in a single mode, and the utilization rate of charging piles is low. At this stage, charging service fees are the main source of revenue for charging infrastructure operators. With the continuous innovation of service operation mode by operators, the general loss situation of the industry has improved. However, a large number of small and medium-sized charging pile companies have not yet achieved profits due to high initial investment and construction costs, low utilization rate of charging piles and poor working environment, resulting in significantly lower equipment life than conventional electrical appliances, as well as the pressure of operation and maintenance caused by the decentralized layout of charging facilities. The low utilization rate of charging pile has become a prominent problem restricting the development of charging industry. In 2018, the charging capacity of public charging facilities nationwide was about 2.4 billion kwh, and the average hourly utilization rate of public charging facilities in each month was less than 10%. According to the survey, the average charging service charge that operators can obtain is 0.4~0.6 yuan/kwh, which has more room for growth than the service charge limit set by local governments. However, due to fierce competition, it is difficult to improve the service charge level

pain point 3: it is difficult to build charging infrastructure. First, it is difficult to obtain the site. It is difficult to build charging infrastructure in social parking places and obtain the right to use the site for pile construction, and the operating cost of directly purchasing and leasing the site is too high; In the field of private passenger cars, there are still problems in the construction of charging facilities. Secondly, the policy environment is not perfect and some policies are not detailed enough. Most cities have not issued charging pile installation process documents applicable to local residential areas or workplaces, resulting in no legal basis for charging pile installation in private and workplaces. Thirdly, you can get a beautiful gift at the exhibition site during the construction of charging infrastructure! There are also some problems in the project, such as long power access cycle and high cost, difficult installation of verification and reduction tables, complex pile filing process, long cycle, etc. In addition, the lack of access to large industrial electricity prices leads to high charging electricity charges. Due to the shortage of land resources, many charging infrastructure operators have not reported separately, but choose to cooperate with the property of the site. However, the third-party power consumption such as property management and parking lot management agencies mostly belongs to commercial power consumption, and the price is higher than that of large industrial power consumption

pain point 4: the quality of charging equipment is uneven. On the one hand, the manufacturing threshold of charging equipment is low, the quality of charging equipment of different brands is uneven, and there is a phenomenon that bad money drives out good money. Most charging facility operators purchase and operate charging piles produced by affiliated enterprises. In order to reduce product prices, equipment manufacturers fail to guarantee the durability and reliability of key components. On the other hand, the charging equipment is not well maintained. With the lowering of the industry access threshold in the past two years, a lot of social capital has entered the field of charging pile operation. A large number of low-cost charging piles have been invested and built, and most of the costs can be recovered through government subsidies. It doesn't care whether the long-term stable operation can be guaranteed. However, due to the inadequate accountability of the government, more and more charging pile enterprises do not provide perfect after-sales protection for users. In addition, a set of unified and standardized service standards has not been formed for the maintenance of charging piles

pain point 5: the charging service experience needs to be improved. At present, the charging time of new energy vehicles is long, and the owner needs to pay more time cost to recharge. At the same time, with the continuous improvement of the driving range of electric vehicles, the need to significantly improve the charging efficiency is very urgent. Large cities in China are short of parking space resources, so it is impossible to realize the exclusive use of charging parking space. The occupation of fuel vehicles has caused great obstacles for owners to find a suitable charging location. In addition, the additional consumption (such as parking fees, lounge consumption, etc.) generated during the charging process of new energy vehicles also makes new energy vehicles lose the advantage of use cost. In addition, the service standards are not unified, and the payment method is not universal, which also affects the user charging experience

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