新资讯

正我国2017年拟新增80万个充电桩支持新能源车发展我国计划在2017年内新增80万个充电桩,用来支持持续增长的新能源汽车(NEV)市场的发展,其中公共和非公共充电桩分别为10万和70万个;后者主要用于满足出租车、公共汽车和商业用车的充电需求。2016年中国新增了10万个公共充电桩,目前总数已达到15万个。据悉,新增的充电桩将主要被安置在城     

爱充网,人桩车的最佳“红娘” 打造充电领域生态圈 怎能少了Ta的存在

正一面是消费者担心纯电动车无处充电,一面是大量建成的充电桩无人问津。新能源汽车推广所面临的窘境,怎么破?如何让闲置的充电桩"动"起来?如何让充电桩与车一路同行,不再分离?作为"充电桩"的家族一员,万马股份早在2014年就已投资1亿元设立爱充网,试水充电桩运营,相关APP和Web均已上线使用,针对充电设施浪费、使用率低的问题似乎给出了较好答案。     

直击充电基础设施痛点,政策加持下如何破茧?

正作为整个新能源汽车最下游的一环——充电基础设施,却是决定着电动汽车跑起来、跑出去的关键一步。但是目前,这一关键之步仍存在诸多痛点。"我们车站只有40多个充电桩,近200辆电动公交车用起来十分紧张。"山东一客运企业负责人向记者抱怨:"充电桩紧缺,为了满足运营需求,车辆一闲下来就得进行补电。"类似的现象在很多地方都有出现。不光是商用电动车,还有普通的乘用电动车,都存在着"充电难"、"等桩难"等问题。     

中高压电能变换系统

权利要求 1.一种中高压电能变换系统,其特征在于:该中高压电能变换系统包括电源侧变换器装置,负载侧变换器装置和电源侧滤波装置;该电源侧滤波装置电连接在电源和该电源侧变换器装置之间,该电源侧变换器装置用于将该电源提供的第一种交流电能转换成直流电能或者将直流电能转换成交流电能以回馈给该电源;该负载侧变换器装置与该电源侧变换器装置电连接,该负载侧变换器装置用于将该直流电能转换成第二种交流电能,并将该第二种交流电能提供给负载,或者将第二种交流电能转换成直流电能,并将该直流电能回馈给该电源侧变换器装置;其中,该电源侧变换器装置至少包括形成嵌套式中点导向拓扑架构的第一变换器模块和第二变换器模块.     

万马:造桩时代下,集中式快充站破解充电难

正凭借着省钱、环保,新能源汽车快速成为车市的新宠。新能源汽车产业如火如荼,但充电基础设施建设方面却明显滞后。一场大规模的"造桩运动"蓄势而发,造桩的痛点是否迎刃而解?万马的集中式快充站似乎找到破解之法。"2017年内计划建成充电桩90万个。其中,公共充电桩10万个,私人充电桩80万个。"这是国家能源局在《2017年能源工作指导意见通知》中明确提出的积极推进充电桩建设,这一数量较2016年年底充电桩保有量有超过     

共享充电来助力 环保出行不再愁

正"为更好地实现"绿色交通"的理念,推动更多岛城市民使用纯电动汽车出行,6月15日,交运集团青岛阳光新能源有限公司开展了共享充电桩免费使用活动,让岛城市民更好地体验共享充电桩的方便与快捷。"     

“造桩时代”来临,如何构建智能化城市快充网?

正凭借着省钱、环保,新能源汽车快速成为车市的新宠。新能源汽车产业如火如荼,但充电基础设施建设方面却明显滞后。一场大规模的"造桩运动"蓄势而发,造桩的痛点是否迎刃而解?"2017年内计划建成充电桩90万个。其中,公共充电桩10万个,私人充电桩80万个。"这是国家能源局在《2017年能源工作指导意见通知》中明确提出的积极推进充电桩     

新建高速公路服务区新能源汽车充电桩建设探讨

为使建设的高速公路服务区充电设施能更好地满足新能源汽车出行需要,文章对高速公路服务区新能源汽车充电用户需求及用电特性进行了分析,对充电桩设计、施工及经营管理进行了探讨,并给出了相应的建议。     

智慧车联网:有序充电智慧互动

随着社会电气化水平的提高,新能源汽车成为人们的新宠儿. 如何快速寻找充电桩,这个曾经困扰很多车主的问题,已经不再棘手.点开"e充电"APP,附近的充电桩一目了然,充电桩类型、目前使用状态等一一显示. 车主享受到的便捷充电服务得益于国家电网持续建设完善的智慧车联网平台,该平台是全球覆盖面最广、数量最多、服务能力最强的电动汽车运营服务平台.截至2020年年底,智慧车联网平台累计接入各类运营主体充电桩103万个,覆盖全国93％的公共充电桩.     

星星充电正式进入北京 众筹发力 桩点北京!”

<正>10月23日下午,由万帮充电设备有限公司(以下简称"星星充电")主办的"桩"点中国北京站启动仪式暨星星充电入驻北京媒体见面会在北京举行。会上,星星充电宣布正式进入北京市场。同时,星星充电表示,为了更好的推广充电桩,将在北京地区免费发放10000个充电桩。"桩"点中国为星星充电完善全国新能源汽车基础设施的品牌项目,星星充电计划三年内完成100个城市的进     

Predicting market potential and environmental benefits of deploying electric taxis in Nanjing,China

This paper investigates the market potential and environmental benefits of replacing internal combustion engine (ICE) vehicles with battery electric vehicles (BEVs) in the taxi fleet in Nanjing, China. Vehicle trajectory data collected by onboard global positioning system (GPS) units are used to study the travel patterns of taxis. The impacts of charger power, charging infrastructure coverage, and taxi apps on the feasibility of electric taxis are quantified, considering taxi drivers’ recharging behavior and operating activities. It is found that (1) depending on the charger power and coverage, 19% (with AC Level 2 chargers and 20% charger network coverage) to 56% (with DC chargers and 100% charger network coverage) of the ICE vehicles can be replaced by electric taxis without driving pattern changes; (2) by using taxi apps to find nearby passengers and charging stations, drivers could utilize the empty cruising time to charge the battery, which may increase the acceptance of BEVs by up to 82.6% compared to the scenario without taxi apps; and (3) tailpipe emissions in urban areas could be significantly reduced with taxi electrification: a mixed taxi fleet with 46% compressed-natural-gas-powered (CNG) and 54% electricity-powered vehicles can reduce the tailpipe emissions by 48% in comparison with the fleet of 100% CNG taxis.     

A two-sided market platform analysis for the electric vehicle adoption: Firm strategies and policy design

This study explores how to facilitate the electric vehicle (EV) diffusion from a two-sided market platform competition. We develop a stylized model depicting the platform competition between electric and gasoline vehicles by combining indirect network effects of consumer and energy supplier sides as well as vehicle manufacturers’ profits. The findings of this study provide several meaningful strategic and policy implications for EV manufacturers and policymakers who wish to enhance EV diffusion. First, EV sales are significantly influenced by indirect network effects from the energy supplier side to the consumer side, and vice versa. This implies that EV manufacturers who wish to boost EV diffusion should implement a strategy providing energy suppliers with incentives to willingly join the EV platform. Second, the dynamic nature of the effects of energy costs on platform competition might render counter-intuitive evidence that the drop in oil prices does not always negatively influence EV sales. This requires EV manufacturers to prepare a contingent strategy adjusting to such unexpected conditions. Third, governments should consider the energy supplier side as well as the consumer side in designing EV diffusion policies. When governments have a very challenging EV diffusion target, a balanced policy, which treats both gasoline and electric vehicle technologies fairly, may be more effective than a consumer subsidy policy.     

Charging strategies for economic operations of electric vehicles in commercial applications

When substituting conventional with electric vehicles (EV) a high annual mileage is desirable from an environmental as well as an economic perspective. However, there are still significant technological limitations that need to be taken into consideration. This study presents and discusses five different charging strategies for two mobility applications executed during an early stage long-term field test from 2013 to 2015 in Germany, which main objective was to increase the utilization within the existing technological restrictions. During the field test seven EV drove more than 450,000 km. For four out of five presented charging strategies the inclusion of DC fast charging is indispensable. Based on the empirical evidence five key performance indicators (KPI) are developed. These indicators give recommendations to economically deploy EV in commercial fleets. The results demonstrate that the more predictable the underlying mobility demand and the more technical information is available the better the charging strategies can be defined. Furthermore, the results indicate that a prudent mix of conventional and DC fast charging allows a high annual mileage while at the same time limiting avoidable harmful effects on the battery.     

Incorporating institutional and spatial factors in the selection of the optimal locations of public electric vehicle charging facilities: A case study of Beijing,China

In this paper, we present a case study on planning the locations of public electric vehicle (EV) charging stations in Beijing, China. Our objectives are to incorporate the local constraints of supply and demand on public EV charging stations into facility location models and to compare the optimal locations from three different location models. On the supply side, we analyse the institutional and spatial constraints in public charging infrastructure construction to select the potential sites. On the demand side, interviews with stakeholders are conducted and the ranking-type Delphi method is used when estimating the EV demand with aggregate data from municipal statistical yearbooks and the national census. With the estimated EV demand, we compare three classic facility location models – the set covering model, the maximal covering location model, and the p-median model – and we aim to provide policy-makers with a comprehensive analysis to better understand the effectiveness of these traditional models for locating EV charging facilities. Our results show that the p-median solutions are more effective than the other two models in the sense that the charging stations are closer to the communities with higher EV demand, and, therefore, the majority of EV users have more convenient access to the charging facilities. From the experiments of comparing only the p-median and the maximal covering location models, our results suggest that (1) the p-median model outperforms the maximal covering location model in terms of satisfying the other’s objective, and (2) when the number of charging stations to be built is large, or when minor change is required, the solutions to both models are more stable as p increases.     

Energy impact evaluation for eco-routing and charging of autonomous electric vehicle fleet: Ambient temperature consideration

This paper studies the heterogeneous energy cost and charging demand impact of autonomous electric vehicle (EV) fleet under different ambient temperature. A data-driven method is introduced to formulate a two-dimensional grid stochastic energy consumption model for electric vehicles. The energy consumption model aids in analyzing EV energy cost and describing uncertainties under variable average vehicle trip speed and ambient temperature conditions. An integrated eco-routing and optimal charging decision making framework is designed to improve the capability of autonomous EV’s trip level energy management in a shared fleet. The decision making process helps to find minimum energy cost routes with consideration of charging strategies and travel time requirements. By taking advantage of derived models and technologies, comprehensive case studies are performed on a data-driven simulated transportation network in New York City. Detailed results show us the heterogeneous energy impact and charging demand under different ambient temperature. By giving the same travel demand and charging station information, under the low and high ambient temperature within each month, there exist more than 20% difference of overall energy cost and 60% difference of charging demand. All studies will help to construct sustainable infrastructure for autonomous EV fleet trip level energy management in real world applications.     

Addressing electric vehicle (EV) sales and range anxiety through parking layout,policy and regulation

Electric Vehicles (EV) are highly beneficial due to their reliance on electricity and Climate Change response yet EV sales are lower than would be expected due to range anxiety. If a potential buyer cannot be assured of having constantly-available and compatible charging stations, they will not purchase an EV. To increase the sales of EVs through improved charger availability, this paper examines parking configurations, charger design, convenient “EV only” parking, free charging, etiquette in unplugging another’s vehicle, and legislation. Data were derived from academic publications, trade market press, conversations, personal observations, and laws. The results show that chargers are often in a lot’s corner and thus accessible only to one vehicle, EV owners leave their charged car in the space, drivers use EV spaces for parking, etiquette cards are not understood, and legislation makes it illegal to unplug another’s EV. Improvements include less convenient charger spots, an octopus charger in the middle of the parking lot, modest charging fees to foster turnover, chargers that indicate an EV is charged, education and legislation about etiquette cards, and legislation that allows an individual to unplug another’s charged EV. Improvements to charging should be implemented simultaneously to lessen range anxiety and realize the environmental benefits from reductions in gasoline consumption and mobile source air pollution.     

An eco-driving system for electric vehicles with signal control under V2X environment

The benefit of eco-driving of electric vehicles (EVs) has been studied with the promising connected vehicle (i.e. V2X) technology in recent years. Whereas, it is still in doubt that how traffic signal control affects EV energy consumption. Therefore, it is necessary to explore the interactions between the traffic signal control and EV energy consumption. This research aims at studying the energy efficiency and traffic mobility of the EV system under V2X environment. An optimization model is proposed to meet both operation and energy efficiency for an EV transportation system with both connected EVs (CEVs) and non-CEVs. For CEVs, a stage-wise approximation model is implemented to provide an optimal speed control strategy. Non-CEVs obey a car-following rule suggested by the well-known Intelligent Driver Model (IDM) to achieve eco-driving. The eco-driving EV system is then integrated with signal control and a bi-objective and multi-stage optimization problem is formulated. For such a large-scale problem, a hybrid intelligent algorithm merging genetic algorithm (GA) and particle swarm optimization (PSO) is implemented. At last, a validation case is performed on an arterial with four intersections with different traffic demands. Results show that cycle-based signal control could improve both traffic mobility and energy saving of the EV system with eco-driving compared to a fixed signal timing plan. The total consumed energy decreases as the CEV penetration rate augments in general.     

Electric vehicles revisited: a review of factors that affect adoption

Electric vehicles (EVs) were recently reintroduced to the global car market. These are an improvement over their predecessors in performance and electric driving range. Although the uptake of EVs has been notable in a short period of time, most government goals for adoption have not been met. This paper reviews a growing body of peer-reviewed literature assessing factors affecting EV adoption. Several important gaps in knowledge are identified. First, there is mixed evidence of the effectiveness of government incentives in encouraging EV uptake and particularly little knowledge in regards to issues of timing and magnitude. The literature shows that public charging infrastructure is an important factor associated with EV uptake, though the direction of causality is yet unclear. Public charging infrastructure can ease range anxiety, particularly for battery electric vehicles, but there is little guidance as to the way in which government should best go about ensuring the provision of infrastructure. Lastly, the nascent EV market means that studies primarily rely on surveys about hypothetical situations. There is strong evidence that actual purchases are much lower than consumers’ stated preferences. Improving understanding of this “attitude–action” gap is important to better informing studies of EV uptake over time.     

Determining the optimal electric vehicle DC-charging infrastructure for Western Australia

Take-up rates of electric vehicles (EV) are increasing and are predicted to accelerate rapidly. Public EV charging networks will be required to support future EV fleets. If unplanned, public charging networks are highly likely to be suboptimal. Planners need to understand and plan for future EV charging infrastructure requirements, particularly public DC fast charging networks, as both the upfront investment costs and the consequences of misallocation are high. However, the task of determining the optimal locations and allocations (types and numbers) of public EV charging infrastructure is complicated as it requires knowledge of many variables. These include EV driver behaviors, driving patterns, predicting evolutionary changes in EV and EV charging technologies, future EV take-up rates, and what investment may or may not occur in the absence of government funding support.     

Is awareness of public charging associated with consumer interest in plug-in electric vehicles?

Policymakers often seek to increase the visibility of plug-in electric vehicle (PEV) chargers in public locations in effort to build familiarity and interest in PEVs. However, it is not clear if the visibility of public charging stations actually has an impact on PEV demand. The purposes of the present study are to (1) assess the current levels of visibility for public PEV charging infrastructure within Canada and (2) identify whether or not a statistically significant relationship exists between consumer awareness of public charging infrastructure and interest in purchasing a PEV. We use data collected from a sample of 1739 Canadian new-vehicle buyers in 2013. About 18% of Canadian respondents have seen at least one public charger, while the proportion is highest in British Columbia (31%). We find a significant bivariate relationship between public charger awareness and PEV interest. However, when controlling for multiple explanatory variables in regression analyses, the relationship is weak or non-existent. While perceived existence of at least one charger exhibits no significant relationship with PEV interest, perceived existence of multiple chargers can have a weak but significant relationship. Thus, public charger awareness is not a strong predictor of PEV interest; other variables are more important, such as the availability of level 1 (110/120-volt) charging at home.