A few days ago, 10 departments including the National Development and Reform Commission jointly issued opinions to further improve the service guarantee capacity of electric vehicle charging infrastructure. It was clear that by the end of the "14th Five Year Plan", China will form a moderately advanced, balanced, intelligent and efficient charging infrastructure system that can meet the charging needs of more than 20 million electric vehicles.
According to the data of China Electric Vehicle Charging Infrastructure Promotion Alliance (hereinafter referred to as "the Alliance"), by the end of 2021, the number of public and private charging poles in China has totaled 2.617 million, with a year-on-year growth of 70.1%. Tong Zongqi, director of the Alliance Information Department, said that the popularization of charging infrastructure in China is very fast. In 2022 New energy vehicle charging pile There will also be major breakthroughs, and it will transform from "horse racing enclosure" to refined operation services. Service capability will be the core of future competition in the charging infrastructure industry.

Private charging piles should be the main force
Data shows that in 2021, the increment of charging piles built with vehicles in China will reach 597000, up 323.9% year on year, more than three times. The private charging post is convenient to use, and the charging price is charged according to the civil electricity price standard of "meter users", which is relatively more preferential. Cui Dongshu, secretary-general of the National Passenger Car Market Information Joint Conference, believes that home charging is the development trend, and the overall structure of the future charging infrastructure should be dominated by private charging piles, supplemented by public charging piles.
However, according to data statistics and research, about 50% of car owners nationwide are unable to install charging posts in their communities at present, mainly because of "no private parking spaces" and "community property is not allowed".
Tong Zongqi said that there are four main ways to solve the problem of residents charging in the community at this stage. First, unified construction and management. When developers build new communities, they should do a good job in planning and unified construction management; Second, private stake sharing; Third, build public charging facilities in the community; The fourth is to build an integrated storage and charging station or pile.
In terms of unified construction and management and private stake sharing, many places have issued special supporting policies. The Beijing Municipal Commission of Urban Management recently drafted the Opinions on Strengthening the Construction and Management of Electric Vehicle Charging Facilities in Residential Areas and solicited opinions from the community. The draft proposed to strictly implement the proportion of charging facilities in new communities. For the new residential area project, it is necessary to implement the charging facility allocation ratio requirements or expected installation conditions in strict accordance with the planning and design standards, and include the charging facility construction into the scope of project acceptance. The draft also proposed that while Beijing will accelerate the construction of charging facilities in residential areas, it will also do a good job in supporting power services and encourage New energy vehicle maintenance use Electric vehicle charging pile Sharing and utilization.
In the construction of public charging facilities in residential areas, many enterprises have also made substantial progress.
Public charging piles are relatively centralized
There is a public charging station near the South Fourth Ring Road in Beijing, which mainly provides energy supplement services for new energy vehicles in the surrounding new markets and several residential areas. Even in the early morning, the utilization rate here is basically 100%.
Li Cheng, who lives nearby, often comes here to recharge his car. He told reporters that the overall feeling is that Beijing's charging piles are relatively concentrated, with more urban areas and fewer suburban areas, more new facilities and fewer old residential areas.
The centralized layout is not only Beijing, but also the reality of the distribution of public charging piles in China. From the alliance data, it is mainly reflected in two aspects, one is the relative concentration of regions. In terms of the whole country, the number of public charging posts in the top ten regions accounts for more than 70%.
For many consumers, it is inconvenient to charge and supplement energy in public places. There are two types of public charging: B-end operating vehicles and C-end private vehicles. B-end vehicles generally have their own charging stations or fixed charging stations, and the charging problem of these vehicles has been basically solved. At present, the main problem is that it is difficult for people to charge their own cars. This requires car owners to plan in advance and relevant operating enterprises to gradually improve their services.
Double the number of power exchange stations
The main energy supplement mode of new energy vehicles is also the power exchange mode. In the past two years, the power change mode has been heating up, and even the leading battery enterprise, Ningde Times, recently announced to enter the power change track.
By the end of 2021, there are 1298 power stations in the top ten regions in China, double the number in 2020.
At the policy level, power replacement also ushered in new benefits. On February 10, the National Development and Reform Commission (NDRC) and the National Energy Administration (NEA) issued the Opinions on Improving the Energy Green and Low Carbon Transformation System, Mechanism and Policy Measures, requiring the improvement of clean alternative energy policies in the field of transportation. Promote large capacity electrified public transportation and clean energy transportation tools such as electric power, hydrogen energy, advanced bio liquid fuel, natural gas, etc., improve the layout and service facilities of power charging, hydrogenation, and gas filling (LNG) stations, and reduce the cost of clean energy in transportation.
For enterprises, high construction and maintenance costs are required for power station replacement. On the whole, power exchange may be more suitable for the commercial field, and plays an auxiliary role in the C-end market.
Cui Dongshu also said that the power change mode can bring a good experience to high-end users and users in special scenarios such as mines. However, the disadvantages are also obvious. Since there is almost no room for extending the degree of freedom of battery structure during vehicle design, it is very difficult to adapt all models.
Tong Zongqi believes that different models have different travel scenarios, charging needs, and charging infrastructure. More attention should be paid to how to serve more car owners in charging scenarios.
"On the whole, with the rapid development of new energy vehicles, there are many new opportunities in the field of charging and changing electricity." Cui Dongshu said that the current competition in some local charging and changing electricity systems is very fierce, and the new energy vehicle maintenance will also promote the development of China's new energy vehicle industry to some extent.