據(jù)油價(jià)網(wǎng)2021年5月3日休斯敦報(bào)道，一項(xiàng)新的研究顯示，在美國加利福尼亞州，由于給電動(dòng)汽車充電是一件麻煩事，近五分之一的電動(dòng)汽車駕駛者已經(jīng)重新使用汽油車。這項(xiàng)研究結(jié)果勢(shì)必會(huì)在計(jì)劃占據(jù)汽車市場(chǎng)主導(dǎo)地位的電動(dòng)汽車行業(yè)引起轟動(dòng)。

　　加州大學(xué)的這項(xiàng)研究發(fā)表在《自然能源》雜志上，研究觀察了在2012年至2018年期間購買電動(dòng)汽車的司機(jī)，發(fā)現(xiàn)18%的電池電動(dòng)汽車買家已轉(zhuǎn)而購買汽油動(dòng)力汽車，20%的插電式混合動(dòng)力車買家也這樣做。在作者進(jìn)行的調(diào)查中，受訪者提到的主要問題是充電時(shí)間。

　　業(yè)內(nèi)人士在一份有關(guān)該研究的報(bào)告中援引彭博新聞社汽車分析師凱文? 蒂南的話說，蒂南剛剛測(cè)試了一輛野馬Mach-E電動(dòng)汽車。它通過家用電源以每小時(shí)3英里的速度充電。蒂南指出，夜間充電的續(xù)航里程只有36英里。

　　電動(dòng)汽車充電技術(shù)問題很少成為頭條新聞，原因是它們對(duì)電動(dòng)汽車的支持者來說有點(diǎn)不便。如果你買了一輛每天都用的電動(dòng)車，在家里充電是不可能的。原因是家用插座輸出約120伏特的電力，這導(dǎo)致了上述的充電率。

　　相比之下，公共充電站的電壓為240伏，這意味著充電速度更快。還有特斯拉的超級(jí)充電站，可以發(fā)出480伏特的電壓。然而，即使使用增壓器，也需要一個(gè)小時(shí)才能“裝滿”電動(dòng)汽車的電池。相比之下，給一輛汽油驅(qū)動(dòng)的汽車加滿油只需幾分鐘。

　　更重要的是，根據(jù)加州大學(xué)的研究，三分之二的電動(dòng)汽車司機(jī)沒有使用公共充電站，盡管原因沒有具體說明。

　　這樣的研究對(duì)電動(dòng)汽車的未來并不是個(gè)好兆頭。拜登政府——以及加州政府——對(duì)采用電動(dòng)汽車有著雄心勃勃的計(jì)劃，所有大型汽車制造商也是如此。但《自然能源》雜志等研究表明，成功可能不像某些人希望的那樣確定。汽車經(jīng)銷商已經(jīng)意識(shí)到了這一點(diǎn)：《華爾街日?qǐng)?bào)》最近的一篇文章指出，電動(dòng)汽車仍只占汽車總銷量的一小部分，并援引一位汽車經(jīng)銷商的話說：“美國中部地區(qū)的電動(dòng)汽車消費(fèi)者還沒有出現(xiàn)。”

　　李峻 編譯自 油價(jià)網(wǎng)

　　原文如下：

　　18% Of EV Drivers In California Switched Back To Gasoline Cars

　　Close to a fifth of all EV drivers in California have switched back to gasoline cars because charging their electric cars was a hassle, according to a new study bound to send ripples across an industry that has plans for market domination.

　　The study from the University of California, published in Nature Energy, looked at drivers who bought EVs between 2012 and 2018 and found that 18 percent of battery electric vehicle buyers switched back to gasoline-powered cars, as did 20 percent of plug-in hybrid buyers. The main problem cited by respondents to the surveys that the authors conducted was with charging times.

　　Insider, in a report on the study, quoted Bloomberg’s car analyst Kevin Tinan as explaining that he had just tested a Mustang Mach-E. It had charged—in a household outlet—at a rate of just 3 miles of range per hour. This makes just 36 miles of range for overnight charging, Tinan noted.

　　The technicalities of EV charging rarely make the headlines, and the reason is that they are a bit inconvenient for EV proponents. If you buy an EV that you use every day, you won’t be able to do it by charging it at home. The reason is that household outlets give out some 120 volts of power, which makes for the aforementioned rate of charging.

　　Public charging points, in comparison, put out 240 volts, which means faster charging. Then there are Tesla’s Superchargers, which give out 480 volts. Yet even with a Supercharger, it would take an hour to “fill up” an EV batter. This compares to just a handful of minutes to fill up a gasoline-powered vehicle.

　　What’s more, according to the study from the University of California, two-thirds of EV drivers didn’t use public charging stations, although the reasons for this were not specified.

　　Such studies don’t bode well for the future of EVs. The Biden administration—and the state of California—have superambitious plans for EV adoption, and so have all big carmakers. But studies such as the one from nature Energy suggest success may not be as certain as some would like it to be. Car dealers are already aware of that: a recent article in the Wall Street Journal noted EVs still make up a tiny minority of total car sales and cited one car dealer as saying, “The consumer in the middle of America just isn’t there yet.”

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