深圳和杭州电动出租车充电或换电池服务的商业模式  

Business patterns of charging or swapping battery service for EV taxis in Shenzhen and Hangzhou in China

作　　者：才艺欣 王贺武[1] 叶强[1] 欧阳明高[1] 

机构地区：[1]清华大学汽车安全与节能国家重点实验室

出　　处：《汽车安全与节能学报》2013年第1期54-60,共7页Journal of Automotive Safety and Energy

基　　金：科技部国际科技合作计划资助课题(2010DFA72760;2011DFA60650);国家科技支撑计划资助课题(2011BAG02B12)

摘　　要：为推进中国电动车产业化,分析了深圳和杭州两电动车应用示范城市电动出租车充电/换电服务商业模式的组织模式和盈利能力。深圳的组织模式是:快速充电-整车销售-第三方运营;杭州的组织模式是:快速换电-裸车销售-电池租赁。用价值链理论和现金流法,分析了这两种模式业务单元的盈利能力。结果表明:这两种商业模式的盈利能力均比较差,在有政府财务补贴的条件下,业务单元的净现值(NPV)和内部收益率(IRR)仍均为负值。因此,需业务转型和扩大市场规模,以提高盈利能力。Shenzhen and Hangzhou are two demonstration cities for electric vehicle （EV） applications in China The organization pattern and profitability of EV taxi business were compared between battery-charging service in Shenzhen and battery-swapping service in Hangzhou to promote the EV industrialization in China. The Shenzhen pattern is quick-charging, vehicle-purchasing, and third-party-operating, while the Hangzhou pattern is battery-swapping, vehicle-purchasing without batteries, and battery-renting. The net present value （NPV） and the internal rate of return （IRR） of the two patterns were calculated using the value chain analysis method and the cash flow calculation method. The results show that the NPV and IRR of the two patterns for business units are both negative, indicating a low profitability even with government allowances. Therefore, each pattern needs to be improved by developing profitable business and by enlarging local EV market scale.

关 键 词：电动汽车 充电服务 换电服务 出租车 商业模式 组织模式 盈利能力 

分 类 号：U469.72[机械工程—车辆工程]