Shulou(Shulou.com)11/24 Report--

Wen | Aohu

New energy has taken off for many years, but the charging pile is still dragging its feet.

Because other brands of self-built piles in Sailimu Lake could not be recharged, Weilai was involved in a small dispute. Regardless of right or wrong, Weilai quickly made adjustments, reducing the original exclusive period of 11:00 to 18:00 every day to two hours each.

It has always been a question whether the piles built by oneself based on their abilities should be open to others.

Fill up your own moat? With the exception of KOL, which has a high degree of time and finance, which can also go to the mall brunch and recharge at 10 a.m. on weekdays, except for the stable family at least one end of which seldom goes far away, and except for the Flying Line Party, which is common in Beijing hutongs, most ordinary electric car owners know how valuable a dense, convenient and reliable fast charging network is.

At this stage, the domestic environment is that most of the third-party charging service providers can not support the wall, and it is only possible for car companies to build their own charging grid.

As the earliest self-built pile car company, Tesla once maintained an absolute sales advantage under the condition that the range of the main model was less than 500km, and one of the major contributors was the thousands of supercharging stations.

By April this year, Tesla's overcharging stations / piles in mainland China had reached 1600 + / 10000 + respectively. In addition to the overcharging network, there are 700 destination charging stations (slow charging piles, the number of which is unknown).

In the self-built pile system of automobile enterprises, Wei Lai is right behind Tesla.

The latest data show that there are about 1500 overcharging stations in Weilai, almost the same as Tesla, and the number of overcharged piles is about 7500, relatively less than Tesla supercharged piles. However, the number of charging stations at the destination has reached about 1300, obviously more than Tesla.

Taking these two houses as an example, Tesla represents the worries and difficulties from closed to open, while Weilai represents hesitation and discomfort when tilting from opening to closed to a certain extent.

Over the past many years, Tesla's overcharging network opening to the outside world has become a "wolf" story. Until April this year, Tesla, a high-profile official, announced the pilot project of overcharging in mainland China, and the first batch of 10 overcharging stations in Beijing and Shanghai were opened.

Weilai's self-built overcharging network has always been open-based, and from the Spring Festival charging situation at the beginning of the year to the recent data of NIO Power Day, it shows that 70% to 80% of the charging customers are non-Weilai brand vehicles.

Unconditional openness can gain favor, but it undermines the exclusive experience of your car owner (originally promised).

So there is the beginning scene, Sailimu Lake charging piles set aside six hours of gold from 11:00 to 18:00 every day to serve Fulai car owners from July 20 to October 8 of the tourist season. as a result, it offended other brand owners who came to renew their lives.

"Brand exclusive period" can be understood as a kind of obscure, self-built pile closure within a specific period of time. This approach gives priority to ensuring the experience of owners of their own brands at the cost of turning "openness" from a deterministic promise into an uncontrollable boon.

On the other hand, Tesla, who is from closed to open, is also accompanied by all kinds of stumbling.

In addition to obvious problems such as the limited number of the first batch of test stations and the limited number of compatible models, the ground locks of some Tesla overcharging stations may encounter the problem of falling delay; the cable length of Tesla's overcharged piles adapts to his own model, while the cable length of other models is too short. Pre-charging port models may not be able to use.

No matter Tesla or Weilai, any car company that provides self-built overcharging network, giving priority to serving its own car owners is understandable and understandable. But at the same time, social responsibility encourages them to provide open services as much as possible.

A strongly twisted melon will not be sweet, and car companies can indeed open up and build their own piles, but no one will be stupid enough to allow their own interests to be damaged and please the public blindly, not to mention that objective barriers and obstacles do exist.

Tesla can of course open up overcharging, but it is no longer a reasonable requirement for the public to replace lengthened cables for other brands. Weilai can open the only charging pile in the scenic spot, but it is reasonable to give way to the owner of Weilai car in a part of the time.

No one will take the initiative to fill the moat they have dug up. Even if the pressure of public opinion has reasonable but unreasonable demands, people's subjective initiative will also play a role: you can ask me to fill the river, but you can't ask me to fill it up and carpet the road for everyone, can you?

The invisible hand, it's time to work. Tesla encountered the same problem in his hometown in the United States. at the repeated urging of US government departments, he finally opened the supercharging network this year, finally because of 7.5 billion US dollars in infrastructure subsidies.

Even today, Tesla and GM Ford reached a general agreement on charging interface, followed by GM, STELLANTIS, Hyundai, Kia, Honda, Mercedes-Benz and BMW announced a joint venture charging services company.

Unlike the US market, NACS and CCS are still fighting today, because the national standard charging interface is adopted uniformly in China, there is no problem that the two interfaces of NACS and CCS in the US market cannot be physically adapted at first, and the open compatibility of the domestic charging network should be much easier.

Today, with the exception of Tesla, other domestic car companies that build their own charging networks have adopted an unconditional opening policy, but this is based on one: no car company has the same charging network coverage as Tesla.

The enterprises that have developed and formed choose to be closed, while the relatively lagging manufacturers choose to open up, it is just that everyone's buttocks are different.

It is not difficult to understand that only a car company with a thousand overcharge piles speaks to a car company with ten thousand overcharge piles, boasting that it is open. It's like a family with two cows but shouting to a family with ten cows: let's all bring out our own cows and share them.

When the car companies with 1000 piles gradually grow to 2000, 5000 and 8000, they will naturally find that the contradiction between their own brand owners and other brand owners in the rights and interests of charging piles is becoming more and more common. And this is rare and easy to resolve when there are few piles at home.

Weilai's solution to this conflict is a more reasonable exclusive time: split into two hours is indeed friendlier to other brand owners than 11:00 to 18:00 (at worst, wait two hours). However, looking at the whole self-built charging mode, a more universal method is needed.

Price adjustment is the easiest to think of, this brand and non-brand vehicles with "the same electricity and different prices" may be taken out of the toolbox. In addition to the price, it is not unthinkable that non-price means such as booking time, overtime occupancy fee and even single charge limit.

At present, almost all self-built pile car companies charge the same fees for their own brands and foreign brands, which is in line with the public's simple understanding of "fairness". But it may curb the enthusiasm of car companies to build a high-quality charging system.

When Tesla had to open up the overcharging system under the invisible pressure of "social responsibility," in the United States, where the charging interface was not yet unified, he was finally "persuaded" by huge infrastructure subsidies, while in China, where the interface was already unified, only 10 pilot stations were opened.

You can say that there is no traitor without business, but the enterprise is a business after all, not for charity.

Of course, even if the fear of the public does not understand, in addition to price, there is no lack of price means or non-price means. The use experience caused by the length of Tesla super-filled pile cable is a passive case, and it is also an active case to designate prime time as exclusive.

The convenience of payment, whether to support reservation, giving priority to the brand model when queuing, and so on, can be used as soft barriers for their own car owners.

In fact, the obligation of "openness" for self-built piles only needs to meet the social bottom line that "any brand can charge"; as for "whether the charging experience is good or not", "whether the charging cost is saved", "whether or not to treat the same as the charging pile brand", all should be handed over to the invisible hand.

This article comes from the official account of Wechat: autocarweekly (ID:autocarweekly)

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