论文部分内容阅读
The investors of Tesla were not surprised at the company’s loss in the first quarter. They were more concerned with other things. During the telephone conference on May 8， they particularly asked the pressing questions Tesla has in China.
In Elon Musk’s opinion， the biggest question is how to build the charger network in China as it is of great importance for Tesla’s development in this country.
Tesla has built three exemplary charging stations in Shanghai and Beijing， but this is far from a network. Two months before its official launch in China at the end of April， it made the announcement of building a line of super chargers along the expressway between Beijing and Shanghai.
However， Tesla has a lot of problems in building the charger network in China. An anonymous expert in the Commission of Standardizing the Technologies of Charging Devices for Electric Cars， said that there had been initial standards about the chargers of electric cars and the chargers of Tesla are beyond the standards， so it is hard for Tesla to build a large network of chargers.
Nevertheless， the announcement of Tesla’s plan still unnerved the State Grid， which has built a lot of chargers in China. In May， it suddenly announced the plan of setting up a complete charger network along several expressways going south to north and east to east in China， including the artery highways like Beijing-Hong Kong-Macau Expressway， Beijing-Shanghai Express and QinghaiYinchuan Expressway.
The “duel” between the foreign company Tesla and the state-owned company State Grid officially broke out. Musk’s plan of supercharger network without State Grid apparently angered State Grid， which decided to finish its own project earlier than Tesla. The chargers along Beijing-Hong Kong-Macau Expressway are to be finished this June while the other two are to be completed in August.
The competition of chargers firmly centers on one rule： there cannot be more than one charger network in a certain area established according to the Chinese government’s plan of developing charging stations. Therefore， who comes first might solely take this area. In addition， the Commission of Standardizing the Technologies of Charging Devices for Electric Cars once put forward tendentious suggestions about incorporating the construction of chargers into the urban and rural development plan since it concerns land and resources and must be done in accordance with a unified plan. Solar Chargers as Prank
The construction of chargers must precede the full spread of electric cars. That’s a common sense and why Tesla keeps looking for the best solutions after entering the Chinese market. Actually， Tesla reportedly contacted State Grid in February with the hope of mutual cooperation on the construction of chargers to find solutions.
If the anticipated cooperation can be reached， Tesla is able to solve the problems of power distribution， recharging， supervision and maintenance of chargers. However， State Grid rejected Tesla’s goodwill. At the end of April， when Musk visited China upon the debut of Model S， he said that the supercharger can exist independently without the State Grid and provide endless power for Tesla’s customers.
Musk’s confidence came from the alleged development of solar superchargers which unhooked the chargers from the reliance on the electric power suppliers. Musk spared no efforts in spreading the solar superchargers’ feature of generating power with the solar energy and providing free recharging service for Model S’s owners.
On April 22 and 23， Tesla announced the completion of two charging stations in Beijing and Shanghai. However， these charging stations are only equipped with solar panels but have no batteries to store the energy. This is not the standard specification of the solar chargers. The third supercharging station in Shanghai also has the same problem.
Many people doubt that Musk and Tesla are misleading the market. Liu Yongdong， deputy director of the Standardization Center of China Electricity Council， estimated the daily volume of power generation of a supercharging station to be 62 kwh based on the sunshine duration of Shanghai and the area of PV parts of the station， not even enough to suffice one Model S.
Chinese local auto company BYD began its distribution of new energy cars ten years ago. In addition， it spent years developing the solar panel. Because of the “low economic efficiency of the solar chargers， BYD has no plan of developing the solar charging sta- tions.
An insider from BYD said： “Even with the best sunshine conditions， the six-hour exposure to sunshine of the 150-sqm solar panels （the area of PV components of Tesla’s solar chargers） could maximally generate 114 kwh of power， not even enough for two e6 cars of BYD whose battery volume is 61.4 kwh. In addition， the entire recharging process takes 3 hours.
In the real situation， the volume might be lower because of the changing sunshine conditions and the 85%-90% conversion rate of Tesla. Therefore， one solar charging station Tesla has built in China could provide 52.7-55.8 kwh of electric power. In comparison， the two types of Model S respectively has the battery volume of 65 and 85 kwh. Therefore， people think that the solar panels are just supplementary for Tesla’s charging stations， which still rely on the power from the gird. Tesla made no response to the questions like this.
State Grid insisted that the construction of recharging and battery changing facilities go through the coordination with the company. That’s because the DC charging is related to the volumes of distribution networks and transformers. This means that Tesla cannot get rid of the electric power suppliers in the development of chargers.
Then， why did Tesla spare no efforts weaving a picture of using clean energy for power generation and free charging for car owners. An insider from a PV material manufacturer in Shenzhen said： “The servere energy crisis and environmental problems have raised the popularity of clean energy. Therefore， the solar chargers might the gain social and financial support from the perspectives of sustainability and environmental protection.”
The world went through two rages of PV industry before 2008 and between 2009 and 2010. Tesla connected the sustainability and environmental protection of solar energy to the new energy cars， inputting the concept of clean energy into every part of its industrial chain. Soon after Musk’s proposal of this pattern， Tesla was immediately placed under heavy scrutiny by the industries of IT， investment， energy， environmental protection， as well as the government.
This attention gave Musk substantial benefits. The U.S. governments at all levels continue to support the development of PV projects. California， where Tesla is headquartered， figured out the 10-year plan of developing solar energy with the total value of US$3 billion early in 2007. In 2012， it invested US$327 million， building the solar power stations with the total generating volume of 400 million kwh.
Isolated from National Standard
It seems that Musk has not realized that Tesla is facing a stronger opponent than State Grid in the construction of chargers in China. It is actually a situation of a company against the whole country. The national standards for the charging devices for electric cars in China are the archenemy of Tesla.
Chen Quanshi， a member from the Commission of Standardizing the Technologies of Charging Devices for Electric Cars， said that Tesla’s standards of chargers are different from
the national standards， which have already been formed and improved. The workers for the supercharging station of Tesla in Shanghai also admitted that their charging station is only working for Tesla’s cars but not compatible with other auto brands.
The Commission of Standardizing the Technologies of Charging Devices for Electric Cars， which was founded in China in 2010， has already published the technological requirements for DC chargers， VC chargers， vehicle-borne chargers and so on， including 56 standards covering the power battery cases， charging systems and devices，
It is also said that the charger device and electric cars must share a communication agreement between each other to enable the charging. Therefore， the fast charging pattern of Model S cannot work well with the public chargers of State Council， which has grown well in the number.
State Grid， a state-owned enterprise in China， made full use of its advantages to gain the upper hand in distributing the chargers along the important expressways. According to the plan of China concerning new energy cars， the construction of charging stations needs to possess a certain size in the next two years. Concretely， China is going to have 4000 charging stations built from 2011 to 2005， and 10，000 charging stations should be built between 2016 and 2020， forming a complete charger network for electric cars.
Take the Beijing-Hong KongMacau Expressway for example： the part of this artery through Hunan needs to have a pair of charging stations built every 38 kilometers. Each station is to be equipped with four 120-kw split chargers that can accommodate eight cars simultaneously. The domestic car manufacturers all produce electric cars according to this standard so that they can fully use these chargers.
Tesla’s independent development of chargers might isolate itself from the grand network. The owners of Model S are likely to find that their cars are like “isolated boats” in a vast sea where no piers can accommodate them.
“An enterprise has no power to build its own electric power network in China. Only the cars compatible with the national standard can work well there. This is different from the situation in the U.S.， where the private economy and independent development prevail. Musk has no full understanding of the Chinese situation，” an expert said.
In Elon Musk’s opinion， the biggest question is how to build the charger network in China as it is of great importance for Tesla’s development in this country.
Tesla has built three exemplary charging stations in Shanghai and Beijing， but this is far from a network. Two months before its official launch in China at the end of April， it made the announcement of building a line of super chargers along the expressway between Beijing and Shanghai.
However， Tesla has a lot of problems in building the charger network in China. An anonymous expert in the Commission of Standardizing the Technologies of Charging Devices for Electric Cars， said that there had been initial standards about the chargers of electric cars and the chargers of Tesla are beyond the standards， so it is hard for Tesla to build a large network of chargers.
Nevertheless， the announcement of Tesla’s plan still unnerved the State Grid， which has built a lot of chargers in China. In May， it suddenly announced the plan of setting up a complete charger network along several expressways going south to north and east to east in China， including the artery highways like Beijing-Hong Kong-Macau Expressway， Beijing-Shanghai Express and QinghaiYinchuan Expressway.
The “duel” between the foreign company Tesla and the state-owned company State Grid officially broke out. Musk’s plan of supercharger network without State Grid apparently angered State Grid， which decided to finish its own project earlier than Tesla. The chargers along Beijing-Hong Kong-Macau Expressway are to be finished this June while the other two are to be completed in August.
The competition of chargers firmly centers on one rule： there cannot be more than one charger network in a certain area established according to the Chinese government’s plan of developing charging stations. Therefore， who comes first might solely take this area. In addition， the Commission of Standardizing the Technologies of Charging Devices for Electric Cars once put forward tendentious suggestions about incorporating the construction of chargers into the urban and rural development plan since it concerns land and resources and must be done in accordance with a unified plan. Solar Chargers as Prank
The construction of chargers must precede the full spread of electric cars. That’s a common sense and why Tesla keeps looking for the best solutions after entering the Chinese market. Actually， Tesla reportedly contacted State Grid in February with the hope of mutual cooperation on the construction of chargers to find solutions.
If the anticipated cooperation can be reached， Tesla is able to solve the problems of power distribution， recharging， supervision and maintenance of chargers. However， State Grid rejected Tesla’s goodwill. At the end of April， when Musk visited China upon the debut of Model S， he said that the supercharger can exist independently without the State Grid and provide endless power for Tesla’s customers.
Musk’s confidence came from the alleged development of solar superchargers which unhooked the chargers from the reliance on the electric power suppliers. Musk spared no efforts in spreading the solar superchargers’ feature of generating power with the solar energy and providing free recharging service for Model S’s owners.
On April 22 and 23， Tesla announced the completion of two charging stations in Beijing and Shanghai. However， these charging stations are only equipped with solar panels but have no batteries to store the energy. This is not the standard specification of the solar chargers. The third supercharging station in Shanghai also has the same problem.
Many people doubt that Musk and Tesla are misleading the market. Liu Yongdong， deputy director of the Standardization Center of China Electricity Council， estimated the daily volume of power generation of a supercharging station to be 62 kwh based on the sunshine duration of Shanghai and the area of PV parts of the station， not even enough to suffice one Model S.
Chinese local auto company BYD began its distribution of new energy cars ten years ago. In addition， it spent years developing the solar panel. Because of the “low economic efficiency of the solar chargers， BYD has no plan of developing the solar charging sta- tions.
An insider from BYD said： “Even with the best sunshine conditions， the six-hour exposure to sunshine of the 150-sqm solar panels （the area of PV components of Tesla’s solar chargers） could maximally generate 114 kwh of power， not even enough for two e6 cars of BYD whose battery volume is 61.4 kwh. In addition， the entire recharging process takes 3 hours.
In the real situation， the volume might be lower because of the changing sunshine conditions and the 85%-90% conversion rate of Tesla. Therefore， one solar charging station Tesla has built in China could provide 52.7-55.8 kwh of electric power. In comparison， the two types of Model S respectively has the battery volume of 65 and 85 kwh. Therefore， people think that the solar panels are just supplementary for Tesla’s charging stations， which still rely on the power from the gird. Tesla made no response to the questions like this.
State Grid insisted that the construction of recharging and battery changing facilities go through the coordination with the company. That’s because the DC charging is related to the volumes of distribution networks and transformers. This means that Tesla cannot get rid of the electric power suppliers in the development of chargers.
Then， why did Tesla spare no efforts weaving a picture of using clean energy for power generation and free charging for car owners. An insider from a PV material manufacturer in Shenzhen said： “The servere energy crisis and environmental problems have raised the popularity of clean energy. Therefore， the solar chargers might the gain social and financial support from the perspectives of sustainability and environmental protection.”
The world went through two rages of PV industry before 2008 and between 2009 and 2010. Tesla connected the sustainability and environmental protection of solar energy to the new energy cars， inputting the concept of clean energy into every part of its industrial chain. Soon after Musk’s proposal of this pattern， Tesla was immediately placed under heavy scrutiny by the industries of IT， investment， energy， environmental protection， as well as the government.
This attention gave Musk substantial benefits. The U.S. governments at all levels continue to support the development of PV projects. California， where Tesla is headquartered， figured out the 10-year plan of developing solar energy with the total value of US$3 billion early in 2007. In 2012， it invested US$327 million， building the solar power stations with the total generating volume of 400 million kwh.
Isolated from National Standard
It seems that Musk has not realized that Tesla is facing a stronger opponent than State Grid in the construction of chargers in China. It is actually a situation of a company against the whole country. The national standards for the charging devices for electric cars in China are the archenemy of Tesla.
Chen Quanshi， a member from the Commission of Standardizing the Technologies of Charging Devices for Electric Cars， said that Tesla’s standards of chargers are different from
the national standards， which have already been formed and improved. The workers for the supercharging station of Tesla in Shanghai also admitted that their charging station is only working for Tesla’s cars but not compatible with other auto brands.
The Commission of Standardizing the Technologies of Charging Devices for Electric Cars， which was founded in China in 2010， has already published the technological requirements for DC chargers， VC chargers， vehicle-borne chargers and so on， including 56 standards covering the power battery cases， charging systems and devices，
It is also said that the charger device and electric cars must share a communication agreement between each other to enable the charging. Therefore， the fast charging pattern of Model S cannot work well with the public chargers of State Council， which has grown well in the number.
State Grid， a state-owned enterprise in China， made full use of its advantages to gain the upper hand in distributing the chargers along the important expressways. According to the plan of China concerning new energy cars， the construction of charging stations needs to possess a certain size in the next two years. Concretely， China is going to have 4000 charging stations built from 2011 to 2005， and 10，000 charging stations should be built between 2016 and 2020， forming a complete charger network for electric cars.
Take the Beijing-Hong KongMacau Expressway for example： the part of this artery through Hunan needs to have a pair of charging stations built every 38 kilometers. Each station is to be equipped with four 120-kw split chargers that can accommodate eight cars simultaneously. The domestic car manufacturers all produce electric cars according to this standard so that they can fully use these chargers.
Tesla’s independent development of chargers might isolate itself from the grand network. The owners of Model S are likely to find that their cars are like “isolated boats” in a vast sea where no piers can accommodate them.
“An enterprise has no power to build its own electric power network in China. Only the cars compatible with the national standard can work well there. This is different from the situation in the U.S.， where the private economy and independent development prevail. Musk has no full understanding of the Chinese situation，” an expert said.