The development of electric vehicles has become a trend, and the charging infrastructure needs to support the large-scale commercial application of electric vehicles, as well as the goal of low carbonization. The two goals of carbon peaking and carbon neutrality involve four aspects: the vehicle side, the charging infrastructure, the power generation side and the vehicle network synergy.
In the following, the types and development stages of charging infrastructure are discussed in relation to these aspects:
Ready-to-charge
This type of charging infrastructure is similar to the existing petrol stations, and the trend is towards rapid replenishment of energy. This type of charging infrastructure will be implemented on a certain scale in the 14th Five-Year Plan, with 3C and above high-power fast charging technologies being introduced into the mainstream market and coverage networks initially formed in key regions; 3C and above high-power fast charging will enter an accelerated phase during the 15th Five-Year Plan. The 3C and higher power fast charging technology will enter the accelerated promotion phase during the 15th Five-Year Plan period and will be fully popularized in the 16th Five-Year Plan. As a result of the introduction of 3C and higher power, the passenger car sector will be the first to achieve a high proportion of electrification, and from the 15th Five-Year Plan period, the electrification of light logistics and medium and heavy passenger/cargo vehicles will be accelerated, thus replicating the successful path of the electrification of the “rental network”.
Park-and-charge complex
In the short to medium term, this will support the scale of development, and in the medium to long term it will be the physical vehicle for V2G low carbon emissions reduction. The popularisation and intelligence of “park-and-charge” facilities will be the focus of current efforts, and the enhancement of fixed parking space power coverage (ETTP) is expected to become the government’s new grip, which is somewhat similar to the “fibre-to-the-home” initiative back then, and will be elevated to a national strategy to The rise to national strategy will give a strong impetus to the development of charging infrastructure.
The vehicle-net interaction will not be possible with the change-as-you-go type of charging facilities, but the park-and-charge type of facilities will be the basis for the vehicle-net interaction. It is the vehicle-grid synergy that will organically integrate electric vehicles with the grid. When renewable energy is used on a large scale, it will drive electric vehicles towards a “net negative carbon emission” platform for new energy vehicles.
During the 14th Five-Year Plan, priority should be given to solving the problem of access to charging piles and high-power charging stations in residential areas, which will become the mainstream standard charging mode during the 15th and 16th Five-Year Plans.
V2G is expected to achieve initial readiness for commercialisation in the 14th Five-Year Plan. In the 15th Five-Year Plan, it will enter the commercialisation and deployment phase and drive the vehicle-net interaction to an advanced stage.
Integration of parking and charging
Based on the understanding of charging infrastructure, it is important to quantify the impact of charging facilities on scaling and decarbonisation targets. In the process of quantification, the group built a quantitative model covering 7 theoretical analysis models, 3 layers with 12 market segments, 4 types of regions and 3 types of scenarios. Among them, the “multi-factor funnel model of penetration rate and the net emission model considering the negative carbon contribution of V2G” are the first of their kind.
The “multi-factor funnel model” quantifies the penetration rate of new energy vehicles in various sectors, and based on the assessment of user acceptance and supply-side impact, it focuses on three aspects: the coverage rate of “integrated stop-and-charge”, the public charging experience in the city and the high-speed charging experience. The quantitative modelling of the charging impact of “park-and-charge” users and “change-and-go” users was carried out based on the assessment of user acceptance and supply-side impact, and the model was validated by fitting the data to the current situation in each region. The model is the first of its kind and is also of practical reference.
“The ‘double carbon’ target
The “double carbon” target is a challenge for the coming period, and the question of how much benefit these scenarios will bring is a major concern. Diesel consumption will peak around 2025 in all three scenarios, with the BAU scenario declining more slowly and the target scenario expected to reduce diesel consumption by more than a quarter. Gasoline consumption peaks in 2027 for the BAU, 2025 for the target scenario and 2024 for the accelerated change scenario. the subsequent decline in the BAU scenario is limited, remaining above 140 million tonnes, but the target scenario is able to contain gasoline consumption to 105 million tonnes by 2035, a 28% reduction. Electricity consumption increases more slowly in the BAU scenario, approaching 100 billion by 2025 and 400 billion kWh by 2035 in the target scenario, which is expected to account for 3.2% of society’s electricity consumption.
The impact of road traffic on its own carbon emissions also differs in different scenarios, with total emissions peaking in 2027, 2025 and 2025 in the BAU, target and accelerated change scenarios respectively. the subsequent decline in the BAU scenario is limited, remaining above 800 million tonnes. The target scenario, on the other hand, will be able to control total emissions to 660 million tonnes by 2035, a reduction of 20.3%, with both gasoline and diesel emissions reduced by around 28% and electricity emissions increased by around 80 million tonnes.
V2G
The situation will be different again once V2G is commercially available. In the V2G scenario, the storage and transportation of green electricity through V2G electric vehicles can achieve an external carbon reduction effect, thus amplifying the carbon reduction effect of transportation. In the target scenario, the external coal substitution reduction potential of the V2G model is expected to reach 730 million tonnes by 2035, surpassing the vehicle sector’s own emission levels and achieving an overall net negative carbon emission effect. The prospect of this effect is very attractive.
Different policies correspond to different key grips. The main target of the accelerated popularisation model is residential and unit charging piles, the main grip of the comprehensive enhancement is the public fast charging network for light vehicles, the pilot breakthrough model is the charging guarantee system for medium and heavy commercial vehicles, and the consolidated foundation model focuses on smart and orderly charging and V2G systems.
Different policy models have corresponding objectives. For individual consumers, fixed parking spaces should be “connected as much as possible”; public parking spaces should be “shared and efficient” so as to meet the needs of most people; whereas the objectives of medium and heavy commercial vehicles are very different from those of private consumers and should be considered from the characteristics of commercial vehicles.
Chengdu Dacheng New Energy Technology Co., Ltd (DCNE) is a professional EV charger manufacturer for more than 20 years in China, Our company mainly develops and manufactures charging equipment for electric vehicles and assembling lithium batteries.
It is finished with imported accessories, protection grade IP66, waterproof, dustproof, explosion-proof and shockproof.
Post time: Jun-03-2021