Charging of New Energy Vehicles

Abstract

Charging infrastructure is an important guarantee for the green travel of electric vehicle users and an important support for promoting the development of the NEV industry, promoting the construction of new power systems, and helping to achieve the goal of carbon peaking and carbon neutrality. On January 10, 2022, the National Development and Reform Commission, the National Energy Administration, and other departments jointly issued the Implementation Opinions of the National Development and Reform Commission and other departments on Further Improving the Service Guarantee Capacity of Electric Vehicle Charging Infrastructure (FGNYG [2022] No. 53) (hereinafter referred to as the “Implementation Opinions”), which make clears target plans and guidance for guiding the construction of a moderately advanced, balanced, intelligent and efficient charging infrastructure system during the “14th Five-Year Plan” period. This chapter analyzes the charging characteristics of vehicles in different application scenarios, charging behavior in different charging scenarios, and operation characteristics of battery swapping modes, and summarizes the charging laws of electric vehicle users, providing certain research references for further improving the layout and planning of China’s charging infrastructures.

Charging infrastructure is an important guarantee for the green travel of electric vehicle users and an important support for promoting the development of the NEV industry, promoting the construction of new power systems, and helping to achieve the goal of carbon peaking and carbon neutrality. On January 10, 2022, the National Development and Reform Commission, the National Energy Administration, and other departments jointly issued the Implementation Opinions of the National Development and Reform Commission and other departments on Further Improving the Service Guarantee Capacity of Electric Vehicle Charging Infrastructure (FGNYG [2022] No. 53) (hereinafter referred to as the “Implementation Opinions”), which make clears target plans and guidance for guiding the construction of a moderately advanced, balanced, intelligent and efficient charging infrastructure system during the “14th Five-Year Plan” period. This chapter analyzes the charging characteristics of vehicles in different application scenarios, charging behavior in different charging scenarios, and operation characteristics of battery swapping modes, and summarizes the charging laws of electric vehicle users, providing certain research references for further improving the layout and planning of China’s charging infrastructures.

5.1 Construction Situation of Charging Infrastructures

5.1.1 Progress in Charging Infrastructure Construction

The construction scale of charging facilities continues to maintain rapid growth, and as of the end of 2021, the UIO of charging infrastructures in China has reached 2.617 million units.

In recent years, China’s charging infrastructures have steadily developed from charging technology and standard system to industrial ecology. China has built the world’s most extensive charging infrastructure system with the most significant number, radiation area, and comprehensive service vehicles. According to statistics from the China Electric Vehicle Charging Infrastructure Promotion Alliance (hereinafter referred to as the “EVCIPA”) (Fig. 5.1), as of the end of 2021, the scale of charging facilities in China has reached 2.617 million units, with 1298 battery swapping stations, providing strong support for the development of China’s NEV industry. With the rapid growth of charging facilities built along with vehicles, the proportion of private charging piles has gradually increased. By 2021, the number of private charging piles reached 1.47 million, accounting for 56.2% of the charging infrastructures in China.

Fig. 5.1

Source China Electric Vehicle Charging Infrastructure Promotion Alliance (EVCIPA)

UIO of charging infrastructures in China over the years.

The number of new charging piles has increased significantly. In 2021, the number of new charging piles was 936,000, with the increment ratio of vehicle to pile being 3.7:1.

The number of charging infrastructures and the sales of NEVs showed explosive growth in 2021. The sales of NEVs reached 3.521 million units, with a YoY increase of 157.5%. In 2021, the charging infrastructures increased by 936,000 units compared with 2020 (Fig. 5.2), with the increment ratio of vehicle to pile being 3.7:1. The construction of charging infrastructures can mostly meet the rapid development of NEVs.

Fig. 5.2

Source China Electric Vehicle Charging Infrastructure Promotion Alliance (EVCIPA)

Increment of charging infrastructures in China over the years.

In the field of public charging piles, the UIO of AC charging piles accounts for a large proportion of the UIO of public charging facilities. As shown in Fig. 5.3, by the end of 2021, the UIO of AC charging piles reached 677,000, accounting for 59.0% of the UIO of charging infrastructures; the UIO of DC charging piles reached 470,000, accounting for 41.0% of the UIO of charging infrastructures, and there were 589 AC/DC integrated charging piles. In 2020, the new public charging piles were mainly AC charging piles.

Fig. 5.3

Source China Electric Vehicle Charging Infrastructure Promotion Alliance (EVCIPA)

UIO and new additions of public charging piles in China.

In the private field, the reasons why vehicle enterprises do not build charging piles with vehicles are relatively concentrated. According to the accompanying information of vehicles and piles sampled by the EVCIPA (Fig. 5.4), among the reasons why new energy vehicles were not equipped with charging facilities in 2021, the main reasons for not building charging facilities with vehicles were group users building piles themselves, lack of fixed parking spaces in their residential areas, and lack of coordination from residential properties, accounting for 48.6%, 10.3%, and 9.9%, respectively, totaling 68.8%. The proportion of users choosing dedicated charging stations, no fixed parking spaces in workplaces, and difficulties in application for installation and other reasons accounted for 31.2%.

Fig. 5.4

Source China Electric Vehicle Charging Infrastructure Promotion Alliance (EVCIPA)

Proportion of reasons why vehicle enterprises did not build charging piles with vehicles in 2021.

5.1.2 Progress in Charging Technology

The charging technology continues to improve, and the average charging power of the public DC charging piles increases steadily.

As shown in Fig. 5.5, the average charging power of the public charging piles has mostly remained stable, which has remained chiefly at about 9 kW since 2016; the charging power of public DC charging piles has increased rapidly, and since 2019, the average power of public DC charging piles has exceeded 100 kW to meet the requirements of electric vehicles with long driving range and short charging time.

Fig. 5.5

Source China Electric Vehicle Charging Infrastructure Promotion Alliance (EVCIPA)

Average power change of charging piles in public fields over the years.

The trend of high power in the field of public charging facilities is gradually emerging.

According to the average power change of the new public DC charging piles over the years (Fig. 5.6), the high-power charging piles with 120 kW and above are proliferating, and the charging piles are gradually developing towards high power.

Fig. 5.6

Source China Electric Vehicle Charging Infrastructure Promotion Alliance (EVCIPA)

Average power change of new public DC charging piles over the years in China.

With the increasingly urgent demand for high-power charging of NEVs, in June 2020, State Grid Corporation of China released the White Paper on ChaoJi Conductive Charging Technology for Electric Vehicles, marking the entry of ChaoJi charging technology into a new stage of standard formulation and industrial application. The cable components of ChaoJi conductive charging technology adopt the liquid cooling method, with a maximum charging power of 900 kW, meeting the high-power charging needs and making charging as fast as refueling. With the implementation of the new generation of supercharging technology, it will stimulate the release of more super quick-charging models. Since 2020, vehicle enterprises and operators such as BYD, Geely, ARCFOX, Hyundai, GAC, Xiaopeng, Lixiang, Huawei have successively released solutions and models equipped with 800 V high-voltage platforms. ZEEKR, Xiaopeng, and BYD have set the mass production time for 800 V voltage platform models in 2022. With the rapid growth of electrification in new energy enterprises, choosing a high-voltage architecture at the vehicle enterprise level is necessary to achieve high-power fast charging and improve users’ charging experience.

5.2 Charging Characteristics of Vehicles in Key Segments

Through analysis of vehicles in six segments, including new energy private cars, BEV e-taxis, BEV taxis, BEV cars for sharing, BEV logistics vehicles, and BEV buses, this section analyzes and summarizes the charging characteristics of vehicles at different periods with the average single-time charging characteristics, average daily charging characteristics and average monthly charging characteristics as focuses (Table 5.1), and draws a conclusion on the vehicle charging laws, intending to provide a reference for the improvement of charging facility policies and the reasonable layout of charging facilities by operators. The specific indicators under analysis are as follows.

Table 5.1 Analysis indicators for NEV segments

5.2.1 Charging Characteristics of New Energy Private Cars

• (1) Average single-time charging characteristics of new energy private cars

The average single-time charging duration of new energy private cars concentrated at 1–4 h, and the proportion of new energy private cars with an average single-time charging duration of 1–4 h in the past two years has reached over 60%.

In 2021, the average single-time charging duration of new energy private cars was 3.7 h, which is 0.2 h shorter than that in 2020 (Table 5.2). The distribution of vehicles’ average single-time charging duration in 2021 was mostly consistent with that in 2020 (Fig. 5.7), with the average single-time charging duration mainly concentrated in 1–4 h.

Table 5.2 Average single-time charging duration of new energy private cars over the years

Fig. 5.7

Distribution of average single-time charging duration of new energy private cars—by year

From the distribution of single-time charging durations for BEV private cars on weekdays and weekends, it can be seen that the average single-time charging durations for BEV private cars are mainly concentrated in 2–5 h. During weekends, the proportion of BEV and PHEV private cars with average single-time charging duration above 8 h is significantly higher than that during weekdays (Fig. 5.8). The average single-time charging duration of PHEV private cars concentrated at 2–3 h, and the distribution of average single-time charging duration of BEV private cars is relatively balanced (Fig. 5.9).

Fig. 5.8

Distribution of average single-time charging duration of BEV private cars in 2021—by weekday and weekend

Fig. 5.9

Distribution of average single-time charging duration of PHEV private cars in 2021—by weekday and weekend

Regarding the charging methods for new energy private cars (Fig. 5.10), the fast charging duration is mainly concentrated within 2 h, with vehicles with a duration within 2 h accounting for 93.3%; the distribution of slow charging duration is relatively dispersed, with vehicles with a duration of 2–6 h accounting for 60%.

Fig. 5.10

Distribution of average single-time charging duration of new energy private cars in 2021—by fast charging and slow charging

The average single-time charging initial SOC of private cars is 39.8%, which is mostly the same as in previous years.

According to the data over the years, the average single-time charging initial SOC of new energy private cars in 2021 was 39.8%, which is mostly the same as in previous years (Table 5.3). The proportion of cars with an average single-time charging initial SOC of over 50% for private cars in 2021 was 26.5% (Fig. 5.11), with an increase of 2.7% and 3.9% compared with 2019 and 2020, respectively.

Table 5.3 Average single-time charging initial SOC of new energy private cars over the years

Fig. 5.11

Distribution of average single-time charging initial SOC of new energy private cars—by year

Regardless of BEVs or PHEVs, the proportion of private cars with a charging initial SOC in the low battery range (10–20%) and in the high battery range (70–90%) during weekends was higher than that on weekdays, while the number of private cars charged on weekends in other battery ranges (30–60%) was lower than that on weekdays (Figs. 5.12 and 5.13). The increase in the number of private cars traveling long distances on weekends makes charging reserves in advance more concentrated, resulting in more charging behavior for vehicles in lower and higher SOC ranges. Although commuting is the primary use of new energy private cars, it can already meet the needs of medium to long-distance travel.

Fig. 5.12

Distribution of average single-time charging initial SOC of BEV private cars in 2021—by weekday and weekend

Fig. 5.13

Distribution of average single-time charging initial SOC of PHEV private cars in 2021—by weekday and weekend

Regarding vehicle charging methods, the average single-time charging initial SOC for fast charging of new energy private cars was more concentrated at 10–50%, with the number of vehicles accounting for 80.3%, which is 14.4% higher than the number of vehicles for slow charging; the average single-time charging initial SOC for slow charging of new energy private cars was more concentrated in 20–60%, with the number of vehicles accounting for 73.8% (Fig. 5.14). Fast charging is more used for fast charging when the battery is low, while slow charging is more used for regular charging.

Fig. 5.14

Distribution of average single-time charging initial SOC of new energy private cars in 2021—by fast charging and slow charging

• (2) Average daily charging characteristics of new energy private cars

The average daily charging time for new energy private cars in 2021 concentrated during the morning rush hour and at night.

According to the distribution of charging times, in 2021, the charging of new energy private cars concentrated in the morning rush hours and at night. Specifically, the proportion of new energy private cars charged between 7:00 and 9:00 was 16.34%, and that charged between 18:00 and 22:00 was 34.68%, significantly higher than that in other periods (Fig. 5.15). The charging characteristics at commuting destinations (work unit and residence) are apparent.

Fig. 5.15

Distribution of charging time of new energy private cars in 2021

According to the daily charging characteristics of vehicles on weekdays and weekends, the proportion of BEV and PHEV private cars charged from 7:00 to 9:00 am during the morning rush hours on weekdays was higher than on weekends (Figs. 5.16 and 5.17).

Fig. 5.16

Distribution of charging time of BEV private cars in 2021—by weekday and weekend

Fig. 5.17

Distribution of charging time of PHEV private cars in 2021—by weekday and weekend

Regarding the charging methods, during the period from 8:00 to 18:00, the proportion of vehicles using the fast charging method was generally higher than that of vehicles using the slow charging method; from the 18:00 to 24:00 period, more vehicles adopted the slow charging method. The proportion of vehicles using the slow charging method from 18:00 to 22:00 reached 36.3% (Fig. 5.18).

Fig. 5.18

Distribution of charging time of new energy private cars in 2021—by fast charging and slow charging

• (3) Average monthly charging characteristics of new energy private cars

In 2021, the average monthly charging times of new energy private cars were 8.8 times, with an increase from previous years (Table 5.4).

Table 5.4 Average monthly charging times of new energy private cars over the years

According to the distribution of average monthly charging times of new energy private cars, the proportion of new energy private cars with an average monthly charging time of more than 5 was 61.3%, with an increase of 14.7% compared with 2020 (Fig. 5.19). It is mainly due to the increase in the proportion of vehicles with high-frequency average monthly charging compared with 2020. BEV private cars’ average monthly charging times were mainly concentrated within 5 times, accounting for 57.9%. However, the proportion of BEV private cars with an average monthly charging time of 5–15 was significantly increased (Fig. 5.20); the proportion of PHEV private cars with an average monthly charging time of less than 5 times increased compared with 2020 (Fig. 5.21).

Fig. 5.19

Distribution of average monthly charging times of new energy private cars—by year

Fig. 5.20

Distribution of average monthly charging times of BEV private cars—by year

Fig. 5.21

Distribution of average monthly charging times of PHEV private cars—by year

From the changes in vehicle charging methods over the years, the proportion of slow charging for new energy private cars has remained mostly stable in the past three years. In 2021, the proportion of slow charging in the average monthly charging times of new energy private cars was 85.2%, which is mostly the same as that in 2020 (Fig. 5.22).

Fig. 5.22

Distribution of average monthly charging times of new energy private cars over the years—by fast charging and slow charging

In 2021, the average monthly fast charging times of new energy private cars were 1.3 times, with a slight increase from previous years.

In 2021, the average monthly fast charging times of new energy private cars were 1.3 times, slightly increasing from previous years (Table 5.5). The new energy private cars with an average monthly fast charging time of less than 5 still accounted for the main proportion, reaching 89.5% in 2021 (Fig. 5.23). The proportion of vehicles with an average monthly fast charging time of more than 5 increased, from 3.4% in 2019 to 10.6% in 2021, mainly due to the rapid growth of public fast charging facilities and the increasing trend of fast charging times for new energy private cars.

Table 5.5 Average monthly fast charging times of new energy private cars over the years

Fig. 5.23

Distribution of average monthly charging times of new energy private cars—by year for fast charging

In 2021, the average monthly slow charging times of new energy private cars were 6.9 times, with an increase from 2020 (Table 5.6).

Table 5.6 Average monthly slow charging times of new energy private cars over the years

Slow charging is still the primary method for new energy private cars, accounting for 85.2% of the monthly average charging times. From the distribution of times (Fig. 5.24), the proportion of vehicles with an average monthly slow charging time of 5 or more increased from 39.6% in 2020 to 54.1% in 2021, with a higher charging frequency of slow charging for private cars in 2021.

Fig. 5.24

Distribution of average monthly slow charging times of new energy private cars—by year

The slow charging frequency of private cars with different driving modes is increasing. The proportion of BEV private cars with an average monthly slow charging time of over 5 increased from 39.2% in 2019 to 46.3% in 2021 (Fig. 5.25); the proportion of PHEV private cars with an average monthly slow charging time of over 5 increased from 40.8% in 2020 to 47.4% in 2021 (Fig. 5.26).

Fig. 5.25

Distribution of average monthly slow charging times of BEV private cars—by year

Fig. 5.26

Distribution of average monthly slow charging times of PHEV private cars—by year

The average monthly charge of new energy private cars in 2021 was 105.5 kWh, with an increase of 25.3% compared with that in 2020 (Table 5.7).

Table 5.7 Average monthly charge of new energy private cars over the years

The new energy private cars with an average monthly charge of less than 100 kWh in 2021 controlled a large proportion of 44.3%. Regarding the trend of changes over the years (Fig. 5.27), the proportion of vehicles with an average monthly charge of more than 50 kWh showed a significant upward trend, increasing from 49.4% in 2019 to 55.7% in 2021. There are multiple reasons for the increase in average monthly charge, mainly due to the increase in mileage and vehicle upsizing.

Fig. 5.27

Distribution of average monthly charge of new energy private cars—by year

5.2.2 Charging Characteristics of BEV E-taxis

• (1) Average single-time charging characteristics of BEV e-taxis

The average single-time charging duration of BEV e-taxis was 1.6 h in 202, which is mostly the same as that in 2020.

As shown in Table 5.8, the average single-time charging duration of BEV e-taxis was 1.6 h in 202, which is mostly the same as in 2020. According to the distribution of average single-time charging duration (Fig. 5.28), the proportion of BEV e-taxis with an average single-time charging duration of more than 2 h increased from 26.1% in 2020 to 32.9% in 2021, which to some extent indicates that the proportion of BEV e-taxis using slow charging is increasing.

Table 5.8 Average single-time charging duration of BEV e-taxis over the years

Fig. 5.28

Distribution of average single-time charging duration of BEV e-taxis—by year

Regarding the charging methods, the fast charging of BEV e-taxis is mainly concentrated within 1 h, with the number of vehicles accounting for 84.2%. The average single-time charging durations of e-taxis using slow charging are relatively dispersed (Fig. 5.29). For operation purposes, the average single-time charging durations of BEV e-taxis are more concentrated in 4–5 h, which is longer than 2–3 h of BEV private cars.

Fig. 5.29

Distribution of average single-time charging duration of BEV e-taxis in 2021—by fast charging and slow charging

The average single-time charging initial SOC of BEV e-taxis was 42.5% in 2021, which is mostly the same as that in previous years.

The average single-time charging initial SOC of BEV e-taxis was 42.5% in 2021 (Table 5.9), which is mostly the same as in previous years. As the distribution shows (Fig. 5.30), the average single-time charging initial SOC of BEV e-taxis concentrated at 30–50%, and the proportion of vehicles in this range over the years is more than 75%.

Table 5.9 Average single-time charging initial SOC of BEV e-taxis over the years

Fig. 5.30

Distribution of average single-time charging initial SOC of BEV e-taxis-by year

Regarding charging methods, the average single-time charging initial SOC of BEV e-taxis using fast charging is concentrated at 20–50%, and that using slow charging is relatively dispersed (Fig. 5.31).

Fig. 5.31

Distribution of average single-time charging initial SOC of BEV e-taxis in 2021—by fast charging and slow charging

• (2) Average daily charging characteristics of BEV e-taxis

In 2021, the overall charging time of BEV e-taxis was mainly distributed at noon and night, which is higher than that of the same period of the previous two years.

In 2021, the charging time of BEV e-taxis was mainly distributed at noon and night, of which the proportion of vehicles charged from 19:00 to 0:00 the next day increased from 30.9% in 2019 to 41% in 2020 (Fig. 5.32). During the charging peak period from 11:00 am to 12:00 am in 2021, the proportion of vehicles increased compared with previous years.

Fig. 5.32

Distribution of charging time of BEV e-taxis—by year

Regarding the charging methods, the slow charging period of BEV e-taxis is mainly concentrated at night, with 55.3% of vehicles charged from 19:00 to 0:00 the next day; the charging time of vehicles using fast charging is mainly concentrated from 11:00 to 16:00 and 22:00 to 0:00 the next day, which is mainly related to the operation attribute of e-taxis. Some e-taxis operate at night, so there will be a high demand for fast charging after 22:00 (Fig. 5.33).

Fig. 5.33

Distribution of charging time of BEV e-taxis in 2021—by fast charging and slow charging

• (3) Average monthly charging characteristics of BEV e-taxis

The average monthly charging times of BEV e-taxis were 28.9 times, and the proportion of vehicles with high charging times increased.

The average monthly charging times of BEV e-taxis reached 28.9 times in 2021, which increased significantly compared with the previous two years (Table 5.10). Regarding the average monthly charging times (Fig. 5.34), the proportion of BEV e-taxis with average monthly charging times of more than 30 increased from 28.8% in 2020 to 43.9% in 2021, with an increase of 15.1%. Regarding the charging methods, the proportion of BEV e-taxis using fast charging was slightly higher (Fig. 5.35).

Table 5.10 Average monthly charging times of BEV e-taxis over the years

Fig. 5.34

Distribution of average monthly charging times of BEV e-taxis—by year

Fig. 5.35

Distribution of average monthly charging times of BEV e-taxis over the years—by fast charging and slow charging

In 2021, the average monthly fast charging times of BEV e-taxis were 21.7 times, and the overall fast charging times increased.

The average monthly fast-charging times of BEV e-taxis in 2021 were 21.7 times higher than that in the previous two years (Table 5.11). As the distribution shows (Fig. 5.36), the proportion of BEV e-taxis with an average monthly fast charging time of more than 30 was 26.3%, with an increase of 7.9% and 9.3%, respectively, compared to the previous two years. In general, more and more vehicles are choosing fast charging to replenish their battery quickly.

Table 5.11 Average monthly fast charging times of BEV e-taxis over the years

Fig. 5.36

Distribution of average monthly fast charging times of BEV e-taxis-by year

The monthly average slow charging times of BEV e-taxis are mainly within 10 times.

The average monthly slow charging times of BEV e-taxis in 2021 were 7.2 times, mostly consistent with that in 2019 and 2021 (Table 5.12). From the distribution of average monthly slow charging times (Fig. 5.37), the BEV e-taxis with an average monthly slow charging time of less than 10 accounts for the main proportion, with the proportion in the recent three years of more than 70%.

Table 5.12 Average monthly slow charging times of BEV e-taxis over the years

Fig. 5.37

Distribution of average monthly slow charging times of BEV e-taxis—by year

The average monthly charge of BEV e-taxis in 2021 was 652.8 kWh, with an increase of 19.0% compared with that in 2020 (Table 5.13).

Table 5.13 Average monthly charge of BEV e-taxis over the years

As the distribution shows (Fig. 5.38), the proportion of BEV e-taxis using fast charging with an average monthly charge of more than 1000 kWh increased from 4.9% in 2020 to 12.5% in 2021, with the highest growth rate, indicating that BEV e-taxis tends to use fast charging during high mileage travel. In 2021, the proportion of BEV e-taxis using slow charging with an average monthly charge of more than 500 kWh increased significantly (Fig. 5.39).

Fig. 5.38

Distribution of average monthly charge of BEV e-taxis—by year for fast charging

Fig. 5.39

Distribution of average monthly charge of BEV e-taxis—by year for slow charging

5.2.3 Charging Characteristics of BEV Taxis

• (1) Average single-time charging characteristics of BEV taxis

The distribution of BEV taxis’ annual average single-time charging duration is mainly concentrated within 1 h.

The average single-time charging duration of BEV taxis in 2021 was 1.1 h, the same as in 2020 (Table 5.14). As the distribution shows (Fig. 5.40), the distribution of average single-time charging duration of BEV taxis was mainly concentrated within 1 h, and the proportion of vehicles with an average charging single-time charging duration of less than 1 h increased from 52.2% in 2019 to 68.9% in 2021, which is related mainly to the continuous increase of average power of public DC charging piles.

Table 5.14 Average single-time charging duration of BEV taxis-average

Fig. 5.40

Distribution of average single-time charging duration of BEV taxis—by year

Regarding charging methods, BEV taxis with shorter average single-time charging duration are dominant, with those using fast charging with an average single-time charging duration of less than 1 h accounting for 86.6% and those using slow charging with an average single-time charging duration of less than 2 h accounting for 61% (Fig. 5.41). Regardless of fast or slow charging, it is a practical requirement for BEV taxis to have a charging duration of less than 2 h as much as possible.

Fig. 5.41

Distribution of average single-time charging duration of BEV taxis in 2021—by fast charging and slow charging

The average single-time charging initial SOC of BEV taxis was mainly the same as in previous years.

In 2021, the average single-time charging initial SOC of BEV taxis was 42.2%, which showed little change compared with 2020 (Table 5.15). As the distribution shows (Fig. 5.42), the average single-time charging initial SOC of BEV taxis was mainly distributed in the range of 30–50%, but the proportion of vehicles increased from 58.7% in 2020 to 61.6% in 2021.

Table 5.15 Average single-time charging initial SOC of BEV taxis over the years

Fig. 5.42

Distribution of average single-time charging initial SOC of BEV taxis—by year

Regarding charging methods, the average single-time charging initial SOC of BEV taxis using fast charging was mainly concentrated at 30–50%, and that using slow charging was relatively dispersed (Fig. 5.43).

Fig. 5.43

Distribution of average single-time charging initial SOC of BEV taxis in 2021—by fast charging and slow charging

• (2) Average daily charging characteristics of BEV taxis

The proportion of BEV taxis charged between 11:00 and 17:00 during the day in 2021 was significantly higher than that in previous years.

According to the distribution of charging time (Fig. 5.44), in 2021, BEV taxis charged more intensively during the noon, afternoon, and night periods, with a higher peak than that in the previous two years. With the acceleration of the electrification process of taxis, if the concentration of charging periods continues to increase, especially when taxis choose high-rate fast charging, attention should be paid to the power grid load.

Fig. 5.44

Distribution of charging time of BEV taxis—by year

Considering the charging method, the fast charging of BEV taxis was mainly concentrated from 11:00 to 17:00, 23:00 to 0:00 the next day; the slow charging was mainly concentrated from 21:00 to 1:00 the next day (Fig. 5.45), which is in line with the operation characteristics of taxis charging during peak travel demand periods.

Fig. 5.45

Distribution of charging time of BEV taxis in 2021—by fast charging and slow charging

• (3) Average monthly charging characteristics of BEV taxis

The average monthly charging times of BEV taxis in 2021 were 41 times, with an increase compared with the previous two years.

Regarding the average monthly charging times (Table 5.16), the proportion of BEV taxis with average monthly charging times of more than 30 increased from 42.1% in 2019 to 66.8% in 2021 (Fig. 5.46). It indicates that in 2021, nearly 70% of BEV taxis charge more than once a day.

Table 5.16 Average monthly charging times of BEV taxis over the years

Fig. 5.46

Distribution of average monthly charging times of BEV taxis—by year

Considering the charging methods, BEV taxis mainly choose fast charging to supplement their electricity, with 80.2% of them using fast charging in 2021 (Fig. 5.47).

Fig. 5.47

Distribution of average monthly charging times of BEV taxis over the years—by fast charging and slow charging

In 2021, the average monthly fast charging times of BEV taxis was 32.9 times, with a YoY increase of 44.9% (Table 5.17).

Table 5.17 Average monthly fast charging times of BEV taxis over the years

As the distribution shows (Fig. 5.48), the proportion of BEV taxis with average monthly fast charging times of more than 30 showed an upward trend, increasing from 27.5% in 2019 to 59% in 2021. Among them, the proportion of BEV taxis with average monthly fast charging times of more than 60 had increased 8.6 times compared with 2019. It can be seen that the demand for fast recharging of BEV taxis is very high, and the increase in fast charging behavior has put forward higher requirements for vehicle battery safety management and vehicle safety monitoring.

Fig. 5.48

Distribution of average monthly fast charging times of BEV taxis—by year

The average monthly slow charging times of BEV taxis in 2021 were 8.1 times, with an increase compared with that in 2020.

The average monthly slow charging times of BEV taxis in 2021 were 8.1 times, with an increase compared with 2020 (Table 5.18). As the distribution shows (Fig. 5.49), it was mainly concentrated within the average monthly slow charging times of 10. In 2021, the proportion of vehicles with average monthly slow charging times of more than 10 increased.

Table 5.18 Average monthly slow charging times of BEV taxis over the years

Fig. 5.49

Distribution of average monthly slow charging times of BEV taxis—by year

The average monthly charge of BEV taxis was 944.5 kWh in 2021, with a YoY increase of 43.9%.

The average monthly charge of BEV taxis was 944.5 kWh in 2021, with an increase compared with the previous two years (Table 5.19). From the distribution of average monthly charge (Fig. 5.50), the proportion of BEV taxis using fast charging with an average monthly charge of more than 1000 kWh increased from 10.7% in 2019 to 39% in 2021; the proportion of BEV taxis using slow charging with an average monthly charge of more than 1000 kWh increased from 20.5% in 2020 to 32% in 2021 (Fig. 5.51).

Table 5.19 Average monthly charge of BEV taxis over the years

Fig. 5.50

Distribution of average monthly charge of BEV taxis—by year for fast charging

Fig. 5.51

Distribution of average monthly charge of BEV taxis—by year for slow charging

5.2.4 Charging Characteristics of BEV Cars for Sharing

• (1) Average single-time charging characteristics of BEV cars for sharing

The average single-time charging duration of BEV cars for sharing is mainly concentrated within 1 h.

The average single-time charging duration of BEV cars for sharing in 2021 was 1.4 h, with a decrease of 0.3 h compared with that in 2020 (Table 5.20). As the distribution shows (Fig. 5.52), the proportion of BEV cars for sharing with an average single-time charging duration of less than 1 h in 2021 reached 51%, with a significant increase compared with that in 2019 and 2020.

Table 5.20 Average single-time charging duration of BEV cars for sharing over the years

Fig. 5.52

Distribution of average single-time charging duration of BEV cars for sharing—by year

Considering the charging duration on weekdays and weekends, the proportion of BEV cars for sharing with an average single-time charging duration of less than 2 h during weekdays is lower than that during weekends (Fig. 5.53).

Fig. 5.53

Distribution of average single-time charging duration of BEV cars for sharing in 2021—by weekday and weekend

Regarding the charging methods, the average single-time charging duration of over 80% of BEV cars for sharing using fast charging is mainly concentrated within 1 h; the average single-time charging duration of BEV cars for sharing using slow charging is relatively dispersed (Fig. 5.54).

Fig. 5.54

Distribution of average single-time charging duration of BEV cars for sharing in 2021—by fast charging and slow charging

The average single-time charging initial SOC of BEV cars for sharing was mainly concentrated at 30–50%, which is mostly the same as the previous year.

The average single-time charging initial SOC of BEV cars for sharing was 42.5% in 2021, which is mostly the same as in 2020 (Table 5.21). As the distribution shows (Fig. 5.55), the average single-time charging initial SOC of BEV cars for sharing was mainly concentrated at 30–50%, and the proportion of vehicles within this range over the years was more than 50%.

Table 5.21 Average single-time charging initial SOC of BEV cars for sharing over the years

Fig. 5.55

Distribution of average single-time charging initial SOC of BEV cars for sharing—by year

From the distribution of average single-time charging initial SOC of vehicles on weekdays and weekends, the proportion of BEV cars for sharing with an average single-time charging initial SOC of more than 40% during weekdays was higher than that during weekends (Fig. 5.56), indicating that the proportion of vehicles charging during high SOC periods on weekdays is higher.

Fig. 5.56

Distribution of average single-time charging initial SOC of BEV cars for sharing in 2021—by weekday and weekend

Regarding charging methods, the average single-time charging initial SOC of BEV cars for sharing using fast charging was mainly concentrated at 30–50%, with the proportion of vehicles accounting for 61.9%, and that using slow charging was relatively dispersed (Fig. 5.57).

Fig. 5.57

Distribution of average single-time charging initial SOC of BEV cars for sharing in 2021—by fast charging and slow charging

• (2) Average daily charging characteristics of BEV cars for sharing

The proportion of BEV cars for sharing charged between 11:00 and 16:00 during the day in 2021 was significantly higher than that in previous years.

Regarding the charging time (Fig. 5.58), the proportion of BEV cars for sharing charged from 11:00 to 16:00 in 2021 significantly increased compared with the previous two years, with more pronounced peaks.

Fig. 5.58

Distribution of charging time of BEV cars for sharing—by year

According to the daily charging characteristics of vehicles on weekdays and weekends, the charging distribution curve of vehicles at different times is mainly consistent, but the proportion of BEV cars for sharing charged from 11:00 to 12:00 on weekdays is higher than that on weekends (Fig. 5.59).

Fig. 5.59

Distribution of charging time of BEV cars for sharing in 2021—by weekday and weekend

Considering the charging methods, the charging time of BEV cars for sharing using fast charging is concentrated at two time periods: 11:00–16:00 and 23:00–01:00 the next day; the charging time of BEV cars for sharing using slow charging is more distributed at night (Fig. 5.60).

Fig. 5.60

Distribution of charging time of BEV cars for sharing in 2021—by fast charging and slow charging

• (3) Average monthly charging characteristics of BEV cars for sharing

The average monthly charging times of BEV cars for sharing in 2021 were 27.2 times, with an increase of 68.9% compared with 2020.

The average monthly charging times of BEV cars for sharing in 2021 were 27.2 times, with an increase compared with the previous two years (Table 5.22). As the distribution shows (Fig. 5.61), the proportion of BEV cars for sharing with average monthly charging times of more than 30 increased from 24.1% in 2019 to 41.4% in 2021, indicating an increase in usage frequency. Considering the charging methods, in the past two years, fast charging has been the primary charging method for BEV cars for sharing, with 75.7% of them adopting fast charging in 2021 (Fig. 5.62).

Table 5.22 Average monthly charging times of BEV cars for sharing over the years

Fig. 5.61

Distribution of average monthly charging times of BEV cars for sharing—by year

Fig. 5.62

Distribution of average monthly charging times of BEV cars for sharing over the years—by fast charging and slow charging

The average monthly fast charging times of BEV cars for sharing show an increasing trend yearly.

The average monthly fast charging times of BEV cars for sharing were 15.4 times, with an increase of 4.5 times compared with 2020 (Table 5.23). As the distribution shows (Fig. 5.63), the proportion of BEV cars for sharing with average monthly fast charging times of 20 or more has shown an increasing trend yearly, from 21.5% in 2019 to 39.9% in 2020.

Table 5.23 Average monthly fast charging times of BEV cars for sharing over the years

Fig. 5.63

Distribution of average monthly fast charging times of BEV cars for sharing—by year

The average monthly slow charging times of BEV cars for sharing in 2021 were 11.8 times, 2.27 times higher than 2020.

The average monthly slow charging times of BEV cars for sharing in 2021 were 11.8 times, with a significant increase compared with 2020 (Table 5.24). As the distribution shows (Fig. 5.64), in the past three years, the average monthly slow charging times of BEV cars for sharing were mainly concentrated within 10 times. In 2021, this indicator accounted for 61.0%, but the proportion of BEV cars for sharing with average monthly slow charging times of more than 10 increased significantly compared with 2020, in a scattered distribution compared with 2020.

Table 5.24 Average monthly slow charging times of BEV cars for sharing over the years

Fig. 5.64

Distribution of average monthly slow charging times of BEV cars for sharing—by year

The monthly average charge of BEV cars for sharing is 463.4 kWh, with a significant YoY increase.

In 2021, the average monthly charge of BEV cars for sharing was 463.4 kWh, with a significant YoY increase (Table 5.25). From the distribution of average monthly charge (Fig. 5.65), the proportion of BEV cars for sharing using fast charging with an average monthly charge of more than 400 kWh increased from 21.8% in 2019 to 39.5% in 2021; the proportion of BEV cars for sharing using fast charging with an average monthly charge of more than 1000 kWh was 12.0%, much higher than the previous two years.

Table 5.25 Average monthly charge of BEV cars for sharing over the years

Fig. 5.65

Distribution of average monthly charge of BEV cars for sharing—by year for fast charging

Compared to 2020, in 2021, the average monthly charge of BEV cars for sharing using slow charging shifted to higher levels (Fig. 5.66), with vehicles with an average monthly charge of more than 500 kWh accounting for 6.9%, showing a significant breakthrough.

Fig. 5.66

Distribution of average monthly charge of BEV cars for sharing—by year for slow charging

5.2.5 Charging Characteristics of BEV Logistics Vehicles

• (1) Average single-time charging characteristics of BEV logistics vehicles

The average single-time charging duration of BEV logistics vehicles in 2021 has increased compared with that in 2020.

The average single-time charging duration of BEV logistics vehicles in 2021 was 2.1 h, which is mostly consistent with that in 2020 (Table 5.26). From the distribution of average single-time charging duration (Fig. 5.67), the proportion of vehicles with an average single-time charging duration of less than 1 h and more than 8 h increased compared with the previous two years.

Table 5.26 Average single-time charging duration of BEV logistics vehicles over the years

Fig. 5.67

Distribution of average single-time charging duration of BEV logistics vehicles—by year

The distribution pattern of the number of vehicles with an average single-time charging duration of less than 2 h during weekdays and weekends is mostly consistent. The proportion of vehicles with an average single-time charging duration of less than 2 h during weekdays and weekends is 62%, but the proportion of vehicles with an average single-time charging duration of more than 8 h during weekends is higher (Fig. 5.68). This phenomenon is related to the working nature of BEV logistics vehicles. There is little change in the working intensity of BEV logistics vehicles seven days a week.

Fig. 5.68

Distribution of average single-time charging duration of BEV logistics vehicles in 2021—by weekday and weekend

The average single-time charging initial SOC of BEV logistics vehicles was 48.4%, mostly the same as that in previous years.

The average single-time charging initial SOC of BEV logistics vehicles was 48.4% in 2021, which is mostly the same as in previous years (Table 5.27). As the distribution shows (Fig. 5.69), the average single-time charging initial SOC of BEV logistics vehicles is concentrated at 40–60%, and the proportion of vehicles in this range over the years is more than 50%. During weekdays and weekends, the distribution of vehicles in each charging initial SOC segment is mainly consistent (Fig. 5.70).

Table 5.27 Average single-time charging initial SOC of BEV logistics vehicles over the years

Fig. 5.69

Distribution of average single-time charging initial SOC of BEV logistics vehicles—by year

Fig. 5.70

Distribution of average single-time charging initial SOC of BEV logistics vehicles in 2021—by weekday and weekend

• (2) Average daily charging characteristics of BEV logistics vehicles

The proportion of BEV logistics vehicles with charging time distributed during the day in 2021 is significantly higher than that in previous years.

The charging time of BEV logistics vehicles in 2021 concentrated at three periods, namely around 0:00 in the morning, around 12:00 in the noon, and 17:00 to 18:00 peak (Fig. 5.71); there is no significant difference in the distribution of BEV logistics vehicles at different charging times on weekdays and weekends (Fig. 5.72).

Fig. 5.71

Distribution of charging time of BEV logistics vehicles in 2021

Fig. 5.72

Distribution of charging time of BEV logistics vehicles in 2021—by weekday and weekend

• (3) Average monthly charging characteristics of BEV logistics vehicles

The average monthly charging times of BEV logistics vehicles show an increasing trend yearly.

The average monthly charging times of BEV logistics vehicles were 25.7 times in 2021, showing a YoY growth trend compared with the previous two years (Table 5.28). As the distribution shows (Fig. 5.73), the proportion of BEV logistics vehicles with average monthly charging times of more than 30 increased from 11.2% in 2019 to 35.2% in 2021. This phenomenon is related to the gradual improvement of fast charging pile facilities, and the increase in fast charging times has driven a rapid increase in the overall charging times.

Table 5.28 Average monthly charging times of BEV logistics vehicles over the years

Fig. 5.73

Distribution of average monthly charging times of BEV logistics vehicles—by year

Considering the charging methods (Fig. 5.74), BEV logistics vehicles tend to choose fast charging to supplement their electricity, with their proportion reaching 58.9%.

Fig. 5.74

Distribution of average monthly charging times of BEV logistics vehicles over the years—by fast charging and slow charging

The average monthly fast charging times of BEV logistics vehicles have significantly increased.

In 2021, the average monthly fast charging times of BEV logistics vehicles were 15.4 times, with a rapid increase in fast charging times (Table 5.29). As the distribution shows (Fig. 5.75), the proportion of BEV logistics vehicles with average monthly charging times of more than 10 increased from 18.1% in 2019 to 63.2% in 2021. The overall distribution in 2021 was relatively scattered, with fast charging moving towards high frequency.

Table 5.29 Average monthly fast charging times of BEV logistics vehicles over the years

Fig. 5.75

Distribution of average monthly fast charging times of BEV logistics vehicles—by year

The average monthly slow charging times of BEV logistics vehicles in 2021 were 10.2 times, with a slight decrease compared with the previous two years.

The average monthly slow charging times of BEV logistics vehicles in 2021 were 10.2 times (Table 5.30), with a slight decrease compared with the previous two years. Specifically, the proportion of BEV logistics vehicles with average monthly slow charging times of less than 10 was 67.55% (Fig. 5.76), and the number of BEV logistics vehicles using slow charging has decreased. Under the premise of multiple charging methods coexisting, BEV logistics vehicles tend to choose fast charging, mainly for time costs.

Table 5.30 Average monthly slow charging times of BEV logistics vehicles over the years

Fig. 5.76

Distribution of average monthly slow charging times of BEV logistics vehicles—by year

The average monthly charge of BEV logistics vehicles shows an increasing trend yearly.

The average monthly charge of BEV logistics vehicles was 552.5 kWh, showing a YoY growth trend compared with the previous two years (Table 5.31). As the distribution shows (Fig. 5.77), the proportion of BEV logistics vehicles using fast charging with an average monthly charge of more than 800 kWh increased from 3.4% in 2019 to 11.0% in 2021.

Table 5.31 Average monthly charge of BEV logistics vehicles over the years

Fig. 5.77

Distribution of average monthly charge of BEV logistics vehicles—by year for fast charging

The average monthly charge of BEV logistics vehicles using slow charging is mainly concentrated within 100 kWh, which has increased from 50.2% in 2019 to 58.2% in 2021 (Fig. 5.78).

Fig. 5.78

Distribution of average monthly charge of BEV logistics vehicles—by year for slow charging

5.2.6 Charging Characteristics of BEV Buses

• (1) Average single-time charging characteristics of BEV buses

The average single-time charging duration of BEV buses is mainly concentrated around 1 h, which is mostly consistent with previous years.

BEV buses’ average single-time charging duration was 1.1 h in 2021, mostly consistent with previous years (Table 5.32). The proportion of BEV buses with an average single-time charging duration of less than 2 h in 2021 was the highest, with the proportion of vehicles over the years of more than 70% (Fig. 5.79).

Table 5.32 Average single-time charging duration of BEV buses over the years

Fig. 5.79

Distribution of average single-time charging duration of BEV buses—by year

The distribution of charging initial SOC has remained mostly above 50% over the years, and the average single-time charging initial SOC of BEV buses in 2021 was 54.6%.

In 2021, the average single-time charging initial SOC of BEV buses was 54.6%, which decreased compared with the previous two years (Table 5.33). As the distribution shows (Fig. 5.80), the average single-time charging initial SOC of BEV buses concentrated at 40–70%, and the proportion of vehicles within this range in 2021 was 74.2%. Regarding the annual distribution trend, the proportion of vehicles with an average single-time charging initial SOC of more than 60% increased from 27.9% in 2019 to 33.4% in 2021. The improvement of public charging pile construction makes charging more convenient and improves the single-time charging initial SOC to a certain extent. At the same time, the high charging initial SOC is related to the regular charging operation mechanism of buses.

Table 5.33 Average single-time charging initial SOC of BEV buses over the years

Fig. 5.80

Distribution of average single-time charging initial SOC of BEV buses—by year

The charging rate of BEV buses shows an increasing trend yearly.

From changes in the average charging rate of BEV buses over the years (Table 5.34), the charging rate of BEV buses has shown an increasing trend yearly. The average charging rate of BEV buses in 2021 was 0.81 C, an increase of 3.85% compared with 2020.

Table 5.34 Average charging rate of BEV buses over the years

The proportion of BEV buses with a charging rate ranging from 0.2 to 0.6 C is relatively high (Fig. 5.81); from the development trend of charging rate of BEV buses over the years, the proportion of BEV buses with a charging rate ranging from 1 to 2 C has been increasing yearly, while the proportion of BEV buses with a charging rate of 2 C and above has been little change from year to year.

Fig. 5.81

Distribution of charging rate of BEV buses over the years

• (2) Average daily charging characteristics of BEV buses

The proportion of BEV buses charged during the day in 2021 is significantly higher than that in previous years.

As the distribution shows (Fig. 5.82), the charging time presents a “W”-shaped distribution. BEV buses form a small charging peak at 12:00, with valleys around 5:00–6:00 and 17:00, but relatively shallow valleys at 17:00. After 6:00 in the morning, the number of buses in operation begins to increase rapidly, welcoming the morning rush hour; at about 17:00, some vehicles need to be charged after daytime operation, so the valley of buses is shallow at 17:00, and the proportion of vehicles charged between 7:00 and 19:00 is higher than that in 2019 and 2020.

Fig. 5.82

Distribution of charging time of BEV buses—by year

• (3) Average monthly charging characteristics of BEV buses

The average monthly charging times of BEV buses in 2021 were 44.7 times, higher than that in previous years.

The average monthly charging times of BEV buses in 2021 were 44.7 times, with an increase compared with the previous two years (Table 5.35). As the distribution shows (Fig. 5.83), the proportion of BEV buses with average monthly charging times of more than 30 increased from 38% in 2019 to 60.7% in 2021.

Table 5.35 Average monthly charging times of BEV buses over the years

Fig. 5.83

Distribution of average monthly charging times of BEV buses—by year

The average monthly charge of BEV buses was 2607.7 kWh in 2021, with a YoY increase of 36.3%.

In 2021, the average monthly charge of BEV buses was 2607.7 kWh, which increased compared with the previous two years (Table 5.36). As the distribution shows (Fig. 5.84), the proportion of BEV buses with an average monthly charge of over 2400 kWh was 50.8%, with an increase of 22.6% compared with 2020, with the overall trend towards high charge.

Table 5.36 Average monthly charge of BEV buses over the years

Fig. 5.84

Distribution of average monthly charge of BEV buses—by year

5.2.7 Charging Characteristics of BEV Heavy-Duty Trucks

• (1) Average single-time charging characteristics of BEV heavy-duty trucks

The average single-time charging duration of BEV heavy-duty trucks shows a decreasing trend yearly.

The average single-time charging duration of BEV heavy-duty trucks in 2021 was 1.5 h, which is mostly consistent with that in 2020 (Table 5.37). As the distribution shows (Fig. 5.85), the proportion of vehicles with a single-time charging duration of less than 2 h increased from 53.1% in 2019 to 83.8% in 2021. The improvement of charging facilities has increased the proportion of fast charging, and the charging power of fast charging piles has gradually increased, resulting in a trend of shortened charging time.

Table 5.37 Average single-time charging duration of BEV heavy-duty trucks over the years

Fig. 5.85

Distribution of average single-time charging duration of BEV heavy-duty trucks—by year

The average single-time charging initial SOC of BEV heavy-duty trucks was 49.5%, mostly the same as that in previous years.

The average single-time charging initial SOC of BEV heavy-duty trucks was 49.5% in 2021, which is mostly the same as in previous years (Table 5.38). As the distribution shows (Fig. 5.86), the average single-time charging initial SOC of BEV is 49.5%, concentrated at 40–60%. The proportion of vehicles with an average single-time charging initial SOC of more than 40% increased from 77.9% in 2020 to 80.4% in 2021. The improvement of charging pile construction makes charging more convenient and improves the average single-time charging initial SOC to a certain extent.

Table 5.38 Average single-time charging initial SOC of BEV heavy-duty trucks over the years

Fig. 5.86

Distribution of average single-time charging initial SOC of BEV heavy-duty trucks—by year

• (2) Average monthly charging characteristics of BEV heavy-duty trucks

The average monthly charging times of BEV heavy-duty trucks show an increasing trend yearly.

The average monthly charging times of BEV heavy-duty trucks were 28.7 times in 2021, showing a YoY growth trend compared with the previous two years (Table 5.39). As the distribution shows (Fig. 5.87), the proportion of BEV heavy-duty trucks with average monthly charging times of more than 20 increased from 47.8% in 2019 to 66.8% in 2021, which is related to the increase in average monthly mileage and the improvement of public charging facilities.

Table 5.39 Average monthly charging times of BEV heavy-duty trucks over the years

Fig. 5.87

Distribution of average monthly charging times of BEV heavy-duty trucks—by year

Considering the charging methods, BEV heavy-duty trucks mainly choose fast charging to supplement their electricity. As shown in Fig. 5.88, in 2021, the proportion of fast charging times for BEV heavy-duty trucks was relatively high, reaching 72.8%. Commercial vehicles are more likely to choose fast charging due to time costs. Additionally, due to the high charging capacity of BEV heavy-duty trucks, it is more appropriate for them to choose fast charging.

Fig. 5.88

Distribution of average monthly charging times of BEV heavy-duty trucks over the years—by fast charging and slow charging

The average monthly fast charging times of BEV heavy-duty trucks show an increasing trend yearly.

The average monthly charging times of BEV heavy-duty trucks were 20.9 times in 2021, showing a YoY growth trend compared with the previous two years (Table 5.40). As the distribution shows (Fig. 5.89), the proportion of BEV heavy-duty trucks with average monthly fast charging times of more than 20 increased from 34.4% in 2019 to 48.1% in 2021, and more BEV heavy-duty trucks tend to use the high-frequency fast charging method during operation.

Table 5.40 Average monthly fast charging times of BEV heavy-duty trucks over the years

Fig. 5.89

Distribution of average monthly charging times of BEV heavy-duty trucks—by year for fast charging

The monthly average slow charging times of BEV heavy-duty trucks show an overall downward trend.

The average monthly slow charging times of BEV heavy-duty trucks in 2021 were 7.8 times, with a slight decrease compared with 2020 (Table 5.41). As the distribution shows (Fig. 5.90), the monthly average slow charging times of BEV heavy-duty trucks are mainly concentrated within 10 times, with the proportion of vehicles accounting for 67.3%.

Table 5.41 Average monthly slow charging times of BEV heavy-duty trucks over the years

Fig. 5.90

Distribution of average monthly charging times of BEV heavy-duty trucks—by year for slow charging

The average monthly charge of BEV heavy-duty trucks increases yearly.

In 2021, the average monthly charge of BEV heavy-duty trucks was 4516.1 kWh, with a YoY increase of 4.7% (Table 5.42), 2.18 times that of 2019. As the distribution shows, BEV heavy-duty trucks with an average monthly charge of more than 1000 kWh account for the absolute majority, and the proportion of BEV heavy-duty trucks using fast charging with an average monthly charge of more than 1000 kWh increased from 65.8% in 2019 to 77.2% in 2021 (Fig. 5.91).

Table 5.42 Average monthly charge of BEV heavy-duty trucks over the years

Fig. 5.91

Distribution of average monthly charge of BEV heavy-duty trucks—by year for fast charging

5.3 Analysis of User Charging Behavior in Different Charging Scenarios

Considering that under different charging scenarios, there may be great differences in the type of charged vehicle, the distribution of charging start time, and the charging duration, this section, based on the three different charging scenarios including an urban public charging station, community charging station, and expressway charging station, analyzes the user’s charging behavior characteristics.

5.3.1 Analysis of Charging Behavior of Users in Public Charging Stations

Most vehicles charge for less than 1 h in public charging stations, and the number of fast-charging vehicles in public charging stations increases rapidly during the day.

This section is intended for the charging stations open to the whole society in urban public places, and by fitting the vehicle charging data of a city with the location data of the charging station, the public charging stations are identified. As shown in Fig. 5.92, the service targets of public charging stations are mainly private cars and taxis/e-taxis, which are mainly due to large scale of UIO of private cars and the high operation intensity of taxis/e-taxis; from the distribution of vehicles in key segments of public charging stations, the proportion of private cars and public buses charged in public charging stations has decreased; the proportion of taxis/e-taxis, logistics vehicles and other types of vehicles charged at public charging stations has increased significantly, and the types of vehicles charged in public charging stations are diversified.

Fig. 5.92

Difference in distribution of vehicles charged in public charging stations—by key segments

As shown in Fig. 5.93, The charging time of NEVs in public charging stations is mainly concentrated during the day, with a relatively high proportion of vehicles charged from 8:00 to 17:00. The period of 15:00–16:00 is the charging peak. According to the distribution of vehicles charged at different times in public charging stations over the years (Fig. 5.94), the proportion of vehicles using fast charging during the day has significantly increased.

Fig. 5.93

Distribution of vehicle charging time in public charging stations in 2021—by fast charging and slow charging

Fig. 5.94

Proportion of fast charging vehicles at different charging times in public charging stations over the years in 2021

As shown in Fig. 5.95, the staying duration of most vehicles in public charging stations is less than 1 h. Specifically, the proportion of private cars, taxis/e-taxis, logistics vehicles, and buses staying in public charging places for less than 1 h accounts for 52.3%, 71.6%, 53.6%, and 57.1%, respectively.

Fig. 5.95

Distribution of single-time charging staying duration of vehicles in public charging stations—by key segments

5.3.2 Analysis of Charging Behavior of Users in Community Charging Stations

The charging in the community charging stations mainly takes place from 15:00 to 24:00, and the proportion of taxis/e-taxis staying for less than 1 h in community charging stations is up to 63.6%.

This section is intended for the charging stations constructed in urban communities for public service, and by fitting the vehicle charging data of a city with the location data of the charging station, the community charging stations will be identified. As shown in Fig. 5.96, the community charging stations mainly serve private cars and taxis/e-taxis, with private cars taking the lead with a charging proportion of up to 77.1% in 2021; Regarding annual changes, the proportion of other types of vehicles charged in community charging stations other than private cars increased. In 2021, the proportion of taxis/e-taxis and other vehicles charged in community charging stations increased significantly, while the proportion of private passenger cars declined.

Fig. 5.96

Distribution of vehicles in community charging stations over the years—by key segments

As shown in Fig. 5.97, the users of community charging stations are mainly private cars, the charging time in community charging stations is mainly 15:00–24:00, and the staying duration of vehicles in community charging stations is more than 8 h. Considering the proportion of vehicles charged at different charging times in the past two years (Fig. 5.98), the proportion of vehicles using fast charging has increased in the two time periods of around 10:00 and 15:00–16:00 in 2021, while the proportion of vehicles using fast charging during the day has increased.

Fig. 5.97

Distribution of vehicle charging time in community charging stations over the years

Fig. 5.98

Proportion of fast charging vehicles at different charging times in community charging stations over the years

As shown in Fig. 5.99, the vehicles charged in community charging stations are mainly private cars and taxis/e-taxis, and the staying duration of most vehicles in community charging stations is less than 1 h. The proportion of private cars and taxis/e-taxis with a staying duration of less than 1 h after charging is 45.45% and 63.47%, respectively.

Fig. 5.99

Distribution of single-time charging staying duration of vehicles in community charging stations—by key segments

5.3.3 Analysis of Charging Behavior of Users in Expressway Charging Stations

• 1. Analysis of Charging Behavior of Users in Expressway Charging Stations

The charging time in expressway charging stations is mainly concentrated from 9:00 to 17:00, and the staying duration of most vehicles in expressway charging stations is less than 1 h.

This section is intended for the charging stations constructed along expressways for public service, and by fitting the vehicle charging data of a city with the location data of the charging station, the expressway charging stations will be identified. As shown in Fig. 5.100, private cars take the largest proportion among all vehicles charged in expressway charging stations, up to 48.4% in 2021. According to the changes in the proportion of vehicle structure over the years, the proportion of private cars, logistics vehicles, and other types of vehicles charged in expressway charging stations has significantly increased.

Fig. 5.100

Distribution of vehicles charged in expressway charging stations—by key segments

As shown in Fig. 5.101, The charging time in expressway charging stations is mainly concentrated during the day. Compared with 2020, in 2021, the proportion of vehicles charged in expressway charging stations has significantly increased from 15:00 to 16:00 and from 22:00 to 01:00 the next day. The fluctuation of expressway charging capacity can be an important reference for power grid companies to regulate grid loads.

Fig. 5.101

Proportion of fast charging vehicles at different charging times in expressway charging stations over the years

As shown in Fig. 5.102, the staying duration of most vehicles in expressway charging stations is less than 1 h. Specifically, the proportion of private cars, taxis/e-taxis, and logistics vehicles staying in expressway charging stations for less than 1 h accounts for 86.2%, 90.2%, and 67.0%, respectively. Regarding different types of vehicles, the proportion of logistics vehicles with a charging duration of 1–2 h in expressway charging stations is significantly higher than that of other vehicles.

Fig. 5.102

Distribution of single-time charging staying duration of vehicles in expressway charging stations-by key segments

• 2. Analysis of Charging Behavior of Users in Expressway Charging Stations Before and After Holidays

Charging stations along expressways exhibit typical holiday peak characteristics.

Taking the National Day of 2021 as an example, 66 charging stations along the Shanghai-Suzhou-Wuxi-Changzhou intercity expressway in the Yangtze River Delta were selected as the research objects to analyze the charging and waiting characteristics of vehicles in expressway charging stations in order to provide a relevant reference for further optimizing the layout of expressway charging stations.

According to the research results of the 2022 Monitoring Report on Charging Infrastructures in China’s Major Cities jointly prepared by the China Academy of Urban Planning & Design and the National Big Data Alliance of New Energy Vehicles (Fig. 5.103), the average daily turnover rate of a single pile of 66 charging stations along the Shanghai-Suzhou-Wuxi-Changzhou intercity expressway in the Yangtze River Delta is 6.5 vehicles/pile·day. Specifically, 94% of charging stations have a higher turnover rate during the National Day holiday than on normal days. The average turnover rate during the National Day holiday is 9.2 vehicles/pile·day, higher than the 5.7 vehicles/pile·day during normal days. The time utilization index of the sample stations along the line also shows holiday characteristics, with the time utilization rate during the National Day holiday being higher than that during normal days.

Fig. 5.103

Source 2022 Monitoring Report on Charging Infrastructures in China’s Major Cities. Note The average time utilization rate is the ratio of the charging working hours of all public piles in the charging station to the total service hours available in a day; the average turnover rate is the ratio of the total number of vehicles served by the charging station throughout the day to the total number of public piles

Comparison of daily turnover rate and time utilization rate of charging stations along the intercity expressway in the Yangtze River Delta.

The service targets of expressway charging stations are mainly private cars.

According to the calculation results of the matching of vehicle piles at expressway charging stations (Fig. 5.104), the main types of vehicles served by charging stations along the Shanghai-Suzhou-Wuxi-Changzhou intercity expressway are passenger cars and logistics vehicles, accounting for 72.5% and 27.3% of the total number of vehicles charged. Further dividing electric passenger cars into private cars, taxis, official cars (including business cars), and cars for sharing, it can be found that private cars account for the highest proportion at 31.7%. In contrast, official cars, cars for sharing, and taxis (including business cars) account for 15.2%, 12.9%, and 12.7% respectively with little difference in proportion.

Fig. 5.104

Distribution of main vehicle types served by charging stations along the Shanghai-Suzhou-Wuxi-Changzhou intercity expressway

During the National Day holiday, the increase in passenger cars is the highest, while the decrease in logistics vehicles is significant.

The demand for long-distance travel across cities during the National Day holiday in October 2021 was relatively strong. Regarding the types of vehicles served by charging stations along the Shanghai-Suzhou-Wuxi-Changzhou Intercity Expressway (Fig. 5.105), the number of passenger cars charged in such stations has increased significantly, reaching 69.4%. However, the charging behavior of vehicles for operational purposes has significantly decreased, and the number of logistics vehicles charged in such stations has significantly decreased by 46.8% compared with normal days.

Fig. 5.105

Charging of vehicles along the expressway in the Yangtze River Delta during the 2021 National Day holiday and normal days

The number of passenger cars charged during the National Day holiday has increased by 33% compared with normal days, with rental cars experiencing the highest growth rate.

Although private passenger cars are still the main model of vehicles charged among various types of passenger cars (Fig. 5.106), accounting for 43% of the total number of vehicles charged, the highest increase during the National Day holiday compared with normal days is in cars for sharing, reaching 153%; followed by taxi, with the number of charged taxi increased by 110.8%. The number of private cars charged has increased by 66.3%. The high growth rate of cars for sharing reflects users’ confidence in new energy passenger cars for long-distance travel and their affirmation of the economic advantages of new energy passenger cars for travel.

Fig. 5.106

Charging of passenger cars along the expressway in the Yangtze River Delta during the 2021 National Day holiday and normal days

Comprehensively improving the service efficiency of charging piles along expressways during holidays should be based on potential tapping, supplemented by densification and new construction. On the one hand, through measures such as improving the power of DC charging piles, getting through the network of charging operators, and unifying the intelligent charging platform, users are guided to reasonably select charging stations and charging periods, thus reducing users’ waiting time and improve the charging experience on holidays; on the other hand, in combination with the assessment results, additional measures shall be considered, such as densification of new charging stations and introduction of battery swapping facilities, to resolve the range anxiety of intercity travelers further and promote the healthy development of the electric vehicle industry. Besides, in guiding users’ charging behavior, time-sharing and classified differences can guide the charging behavior of expressway vehicles, creating a compatible and orderly charging service environment with passengers and goods separated.

5.3.4 Analysis of Charging Behavior of Users in Township Charging Stations

The charging in the township charging stations mainly takes place from 17:00 to 24:00, and the proportion of private cars staying for more than 8 h in township charging stations is up to 37.2%.

This section is intended for the charging stations constructed in township areas for public service, and by fitting the vehicle charging data of a city with the location data of the charging station, the township charging stations will be identified. As shown in Fig. 5.107, township charging stations mainly serve private cars and taxis/e-taxis, mainly private cars, with a proportion up to 63.6%. Township charging piles are mainly private charging piles.

Fig. 5.107

Difference in distribution of vehicles charged in township charging stations in 2021—by key segments

As shown in Fig. 5.108, the users of township charging stations are mainly private passenger cars. The charging time in township charging stations is mainly 13:00–17:00.

Fig. 5.108

Distribution of vehicle charging time in township charging stations

As shown in Fig. 5.109, the vehicles charged in township charging stations are mainly private cars, taxis/e-taxis, and logistics vehicles. The proportion of taxis/e-taxis with a charging staying duration of less than 1 h at township charging stations is the highest, reaching 84.2%; followed by private cars and logistics vehicles with a charging staying duration of less than 1 h, accounting for 62.7% and 47.1%, respectively.

Fig. 5.109

Distribution of single-time charging staying duration of vehicles in township charging stations—by key segments

5.4 Summary

Through the analysis of charging characteristics of new energy vehicles on the National Monitoring and Management Platform, this chapter draws the following conclusions for the charging characteristics of vehicles in key segments:

The scale of charging infrastructures continues to grow rapidly, and the charging technology has made significant progress. By the end of 2021, the UIO of charging infrastructures in China has reached 2.617 million, and the number of new charging piles has increased significantly. The vehicle-to-pile increment ratio is 3.7:1, and the construction of charging infrastructures can mostly meet the rapid development of NEVs; the charging technology has continued to improve, and the average charging power of public DC charging piles has steadily increased. The number of new public DC charging piles with an average power of 120 kW and above has proliferated over the years, and the trend of high power in the field of public charging facilities has gradually emerged.

Regarding charging methods, new energy private cars mainly rely on slow charging, supplemented by fast charging; other operating vehicles mainly rely on fast charging, supplemented by slow charging. The average monthly charging times of private cars in 2021 has increased compared with 2020, with an average of 8.8 charging times per month and about 2 charging times per week; private cars mainly rely on slow charging, and the proportion of new energy private cars using slow charging in 2021 was 85.2% in the average monthly charging times. According to the distribution of charging time for private cars, the average daily charging time for new energy private cars in 2021 was concentrated during the morning rush hours and at night, with charging at the destination work units in the morning rush hours and charging mainly in the residential areas at night. In the field of operating vehicles, e-taxis, taxis, cars for sharing, logistics vehicles, buses, and heavy-duty trucks rely on fast charging. Operating vehicles have relatively high time costs, and the proportion of vehicles choosing to recharge electricity quickly during the day is increasing yearly.

Diversified charging venues meet the charging needs of vehicles in different application scenarios. Community charging stations, expressway charging stations, and township charging stations mainly serve private cars, accounting for 77.1%, 48.4%, and 63.6%, respectively. With the policy of promoting NEVs to the countryside, vehicle promotion and application in township charging scenarios tend to be diversified. In addition to private cars, cars for sharing, e-taxis, and logistics vehicles also account for a certain proportion; with the rapid growth of the NEV industry, rapidly increased charging orders of expressway charging stations during the holiday period, prolonged waiting time for charging and poor user charging experience have become important propositions for improving the charging service experience in the next stage.