以电动汽车供应链为依托的充电站建设模式研究

有限续航里程引起的消费者焦虑度阻碍着电动汽车的推广，如何有效地投资建设充电站是解决这一问题的关键。本文考虑两种以汽车供应链为依托的充电站建设模式，制造商主导和分销商主导，并分别在批发价为外生或内生两种情况下得出最优定价策略和建设策略及其与各类参数间的灵敏度分析。批发价外生时：在电动汽车市场发展的初级阶段，制造商主导更利于电动汽车的推广，然而制造商并没有主动投资的动机；当电动汽车市场足够成熟后，分销商主导更利于电动汽车的推广，然而分销商只会在充电站建设成本足够低时才有主动投资的意愿。批发价内生时：制造商主导更利于电动汽车的推广，并且制造商在充电站建设成本较高时仍然有投资意愿。本文从供应链的角度解释了充电站布局缓慢的原因，并为政府提供了一定管理启示。

Optimal Building Policies of Charging Stations with Automobile Supply Chain Analysis

Greenhouse gases and criteria pollutants from transportation vehicles harm our green environment. Electric vehicles (EVs) offer great potential to dramatically reduce local air pollution and greenhouse gas emissions. Switching the conventional transportation vehicles (petroleum) to alternative fuel vehicles (electricity) is the goal of the governments in China, the U.S. and Europe. However, range anxiety, which is caused by the very limited driving range of EVs, impedes potential consumers from adopting EVs. The question of alleviating range anxiety has become increasingly important for achieving a large adoption level of EVs.
As the associated charging infrastructure building plays a key role in affecting the psychological understanding of consumers. The extension of charging network is an approach to alleviate consumers' range anxiety and to increase the EV adoption level. The automobile supply chain members, EV manufacturers and EV dealers, have incentives to offer building investment on charging network because that the expansion of charging ability on the road increases the willingness to pay of potential consumers, which may enable them to sell more cars and set higher prices. Two business models, M-Building (manufacturers take the charge of the building) and D-Building (dealers take the charge of the building) are considered and finding which one, the EV manufacturer of the EV dealer, is more suitable to take the charge of building charging network for larger EV adoption level is focused on. In addition, the preferences of the manufacturer and the dealer on the choices between M-Building and D-Building are also provided.
Specifically, the Stackelberg Game is used to model the question in two scenarios, wholesale price is fixed or a decision made by the manufacturer. Optimal pricing and building strategies are obtained through sequential backward induction. Used values in the numerical studies are normalized by satisfying our model specifics. Our conclusions show that when the wholesale price is fixed, M-Building facilitates the adopting of EVs better at the beginning stage of the development of an EV market; D-Building facilitates the adoption of EVs better when the market becomes mature. However, neither of the two builders have an incentive to offer building investment. When the wholesale price is a decision made by the manufacturer, M-Building always better facilitates EV adoption. The manufacturer is voluntary even with high building costs.
Our paper can provide the governors and builders with rich insights and recommendations. First, governors should subsidize the builders especially when the market is at its early stage. Second, the participation of EV dealers in building charging network is very important for the mass adoption. Finally, governors should pave the ways for implementing D-Building.