电动车的电池管理设计，更是攸关电动车效能提升的重要关键，电池管理系统（BMS）的计量和管理功能就非常重要，电池串数更牵动管理芯片设计架构。充电技术光靠半导体芯片技术是无法有效解决的，更要兼顾电池材料特性。这里有许多密招和撇步，能够解决电池充放电和抗干扰问题。然电动车普及化并非一蹴可几，短期之内，纯电动车只是车厂展现技术实力的场域，并不是量产化的起跑线。主事者应以少量电池配置、同时并行发展油电混合车，才是上上之策。

The design of battery management for electric vehicle (EV) will play an important role in enhancing EV efficiency. The measurement and management function of the Battery Management System (BMS) will be very important. The number of battery in series influences the structure of chip design. The charge technology can’t be effectively solved by semiconductor chip only, more combining the characteristics of battery material. Here are many tips and solutions, which can solve issues on battery charge and discharge and interference. However, EV could not be immediately popularized. Battery electric vehicle (BEV) will be a product for vehicle companies to demonstrate their technologies in short term, not a starting point of mass production. It will be the best policy for vehicle employers to install fewer batteries and simultaneously develop HEV.

Best Solution for EV Equipped with Battery Management System

在全球鼓吹节能环保的趋势下，新能源汽车概念正在风起云涌，电动车（Electric Vehicle；EV）更成为各国发展新能源汽车产业的重点项目。全球主要整车车厂都在投入研发油电混合车（HEV）、插电式油电混合车（plug-in HEV；PHEV）和纯电动车（BEV）。市场预估未来三到五年内，油电混合车和纯电动车将会有明显的成长。

Owing to the global promotion of energy saving, the concept of new energy vehicle is rising, which electric vehicle becomes an important item of new energy vehicle industry to develop in each country. The leading vehicle companies develop hybrid electric vehicle (HEV), plug-in HEV (PHEV) and BEV. The market forecasts HEV and BEV will obviously grow in three to five years.

电动车关键零组件包括可充电锂电池组、电池控制模块、电池管理系统、电动马达控制、煞车电力回收、电源插座以及基础充电设施等等关键技术。其中锂电池组的成本最高，油电混合动力和插电式油电混合动力（的电池成本预估约占整车成本的40～50％，而纯电动车的电池成本就高达60％，其重要性可见一斑。

Key components for EV include chargeable lithium battery set, battery control module, battery management system, electric motor control, brake electric recycling, power plug and infrastructure, where the cost of lithium battery set shares the highest part, that for HEV and PHEV battery is estimated to share 40～50% of the whole vehicle and that for BEV battery reaches 60% to show the importance.

《图一》

正由于电动车是依靠电池发电作为动力来源，电动车的电源管理设计，更是攸关电动车效能提升的重要关键。电力供应若需更具效能，电池管理系统（BMS）的充放电精确度就非常重要。

The design of power management for EV will be critical in enhancing efficiency in that EV relies on battery as power source. If the power can be supplied more efficiently, charge and discharge accuracy of the Battery Management System (BMS) will be very important.

Combining Battery Measurement and Charge Management

电动车的BMS主要是以电池计量单元和充电管理单元所组成，BMS的准确度关系到电池组的总发电量，也决定纯电动车行驶距离的长短。

The BMS for EV mainly consists of battery measuring unit and charge management unit. BMS accuracy not only relates to the total power generation of battery set, but also decides the distance that you drive EV.

电池计量管理单元的功能是统计电池的充放电量。由于电池组是大量电池单元串联而成，因此在普通充电或动能回收充电状态下，需要有一套系统，来确保每一个电池单元充电以后的电压不超过其设定的最高值，避免电池的热失效问题，才能有效提升电池使用效能，信息主要还是透过CAN总线传送给整车管理系统。

The battery measuring unit is in charge of collecting battery charge and discharge. Because battery set is formed by a lot of battery unit in series, a system is needed in ordinary or recycling charge to ensure voltage will not exceed the maximum value after each battery unit is charged to avoid thermal defect, which can effectively enhance utilization efficiency. The information can be sent to the management system via CAN bus.

充电管理单元功能则主要是监测电池的温度、充电和放电效果。这是对电池组的每一个电池单元进行温度、电压、电流、自放电均衡电压、数据发送等监测功能，温度控制单元是利用冷却液来保持电池组的工作温度。充电管理单元依据动、静态电池单元参数的变化，提出状况报告和建议，并将电池组的数据记录保存或发送给整车管理系统。

The charge management unit is in charge of monitoring the battery temperature, charge and discharge. This will monitor the temperature, voltage, current, self-discharge balanced voltage and data transmission for each battery unit in battery set. The temperature control unit uses coolant to keep the working temperature of battery set. The charge management unit not only submits the status reports and suggestions according to parameters from dynamic and statistic battery unit, but also stores or sends the data from battery set to the BMS.

《图二》

电池管理系统BMS通常需要上百路电池单体检测管理的多路电池管理芯片、多路电池电压均衡控制、高电压监控、大电池检测、大型功率半导体组件等等，以便针对复杂的电池系统进行计量管理。英飞凌（Infineon）亚太区汽车电子事业处区域营销协理林庆顺便指出，节能省电设计是克服电动车技术难题最为关键的一步。在电动车关键零组件部份，包括变频器的 IGBT 模块、驱动 IC、离散式高压 MOSFET / IGBT、微控制器及电池管理解决方案，都攸关电动车的行车效能。

The BMS usually needs hundreds of multi-circuit battery management chips for battery test, battery voltage balanced control, high voltage monitoring, large battery test and high power semiconductor devices, so that can measure and manage the complicated battery system. Asian Region Marketing Senior Manager of Infineon Vehicle Electronic Business Division, Lin, Ching-Shun, expressed it is the most critical step for energy saving to overcome technical issue on EV. Key components for EV, including IGBT module in converter, drive IC, discrete high-voltage MOSFET/IGBT, microcontroller, and battery management solution, will be related to EV driving efficiency.

Complicated Series of Battery and Difficult Chip Design

目前新能源汽车概念下的电动车种类有好几种，各种类电动车的油电比例和电池串数也不尽相同。相对地，电池管理系统（BMS）芯片的设计也较为复杂。

Nowadays there are many types of EV in the concept of new energy vehicle. The hybrid ratio and battery in series of EV are not the same. Relatively, the chip design of the BMS will be more complicated as well.

油电混合车（HEV）的汽油与电池比例，大概是7比3左右，而插电式油电混合车（PHEV）的汽油和电池充电，则是3比7的比例，当然，纯电动车（BEV）是百分百的电池供应。除了上述电动车种类之外，还有电动脚踏车（E-BIKE）和电动摩托车（E-MOTOR）等。根据车辆大小不同，电动车的电池串数也不一样。E-BIKE的电池串数大概在7～12串左右，而E-MOTOR的串数则在13～24串。而整车电动车的电池串数，最起码都要70～80串以上。

The ratio of gasoline and battery for HEV and PHEV are roughly 7:3 and 3:7, respectively. Certainly BEV is totally supplied by battery. In addition to the types of EV above-mentioned, there are E-BIKE and E-MOTOR. According to the vehicle size, the number of battery in series for EV will be different. The number of battery in series for E-BIKE needs approximately 7～12, and that for E-MOTOR is 13～24. However, the number of battery in series for EV needs 70～80 and more at least.

芯片要精确掌握电动车电池的剩余容量，才能提高电动车电池的行车距离，也才能有效控制电动车电池的充放电效能。电动车电池电源如何有效平衡输出，一直是纯电动车电源管理设计的重点项目，此外电池的安全性和耐久性也需一并考虑。同时，整车电动车的电池管理系统，各主要汽车消费市场有其自成一格的验证规范，例如美国的车规Q100，而中国也正在制定自己的检测车规。电动车的电池管理芯片，都需要经过各国严格的整车车规验证过程。

The chip accurately controls the residual capacity of EV battery not only to enhance the driving distance but also effectively control charge and discharge efficiency. It is always an important item for the design of BEV power management how the power can be effectively balanced to output. Moreover, the safety and durability of battery must be considered as well. Meanwhile, the BMS in each vehicle market has its verification standards, such as US Q100. China is also working out its vehicle test specification. The battery management chips for EV must be approved by strict vehicle test specifications in each county.

Tip 1: Reading Current Variation without Adding Isolation Film

德州仪器（TI）亚洲区模拟产品市场开发协理毛崇知表示，电池串数不同，相对应的芯片设计也会不同，不是光靠一颗电池管理芯片，就可以囊括整车电动车电源芯片的应用。另外，针对整车电动车的电池管理芯片设计，和电动摩托车以及电动脚踏车的芯片设计是不一样的。电池串数多，就需要以堆栈方式累积，这时芯片就需要因应堆栈式电池的充电设计。但串数越高，电池电压也越高，有些芯片厂商就会在芯片和芯片之间设计其他零组件，藉由光耦隔离的方式，降低电池堆栈电压对于单一芯片所造成的负担。

TI Senior Manager of Analog Product Market in Asian Region, Mao, Chung-Chih, expressed the chip design will be different due to the different number of battery in series. Not relying on a battery management chip only can cover the applications of power chip for EV. Furthermore, the design of battery management chip for EV is different from that for E-MOTOR and E-BIKE. The more number of batteries in series will need to accumulate by stack. At this time, chips need to consider stacked battery charge. The more number of batteries in series, voltage is higher. Some chip manufacturers design other components between chips. Through photo-coupling isolation, the burden caused by single chip will be reduced for battery stack voltage.

凌力尔特（Linear）讯号处理产品部营销经理Brian Black则认为，新一代的电池管理芯片技术，就是可监控堆栈模块内每颗电池的电压，每颗电池管理芯片应该可掌握监控多颗电池。多颗电池管理芯片也可以不需要光耦合器和隔离膜，精准地去监控串联电池串行的每颗电池。毛崇知协理也指出，光耦隔离式的电池管理芯片设计，也需要经过整车车厂长期严格的车规验证。不过目前知名品牌整车车厂在设计电动车电池管理系统时，采用光耦隔离技术的态度较为保守。因为光耦隔离技术多为电源芯片厂商专利所有，整车车厂需支付大笔授权金而使成本提高，同时零组件数也会增加，会让电池供电的可靠度受到影响。

Marketing Manager of Linear Signal Processing Product Division, Brian Black, thought next-generation technology of battery management chip can monitor each battery voltage in stack module. Each battery management chip can control and monitor multiple batteries. Battery management chips can accurately monitor each battery in series without photo coupler and isolation film. Mao, Chung-Chih also pointed out the design of photo-coupling isolation battery management chip needs to strict and long-term test verification by vehicle companies. However, famous vehicle companies hold the more conservative status to use photo-coupling isolation when designing the BMS for EV. Because photo-coupling isolations are patented by power chip manufacturers, vehicle companies need to pay a lot of royalty to increase the cost and components as well as influence battery reliability.

《图三》

因此，不必加隔离膜，采用读取电流变化、而非直接读取电压传输的电池管理芯片设计模式，便可以解决整车车厂的成本问题，芯片也不会因为电池串数高而承受高电压的工作负担。

Therefore, by means of reading current variation without isolation film, not directly reading voltage from battery management chip, not only can solve the cost, but also the chips will not suffer from high voltage owing to the more number of battery in series.

Tip 2: Understanding Chip and Battery Material

进一步地毛崇知认为，要真正搞定电动车电池管理芯片设计，不是只凭借半导体芯片技术就可达成，更要兼顾电池材料特性，才能精确掌握电动车电池的效能。因为电池管理系统BMS要精确掌握电池效能，必须兼顾电池计量和电池充电的功能，除了MCU如何控制电池外，软件才是关键。没有整合MCU和软件的核心，解决方案只能停留在模拟前端电路的角色。而软件要写得好，就要懂得掌握电池材料的化学特性。

Mao, Chung-Chih further thought the design of battery management chip for EV can’t be achieved only with semiconductor chip, more combining the characteristics of battery material to accurately control battery efficiency. Battery measurement and charge must be combined in that the BMS accurately control battery efficiency. In addition to understanding how MCU controls battery, software will be a key. Without integrating MCU and software core, the solution can stay at analog front-end circuit only. If software is well programmed, the chemical characteristics of battery material must be controlled.

Key 1: Most Accurate from OCV Curve and Starting from Software

因此，要搞定电动车的BMS，必须兼顾电池管理芯片和电池材料两方面。在这里，芯片要能够精确地掌握电池容量，便需要仰赖软件设计。可以这么说，BMS的核心不在于芯片，而在于软件。

Thus battery management chip and battery material must be simultaneously considered if you want to take care of the BMS for EV. Here, relying on software design is needed if the chips can accurately control battery capacity. That is to say, the core of the BMS is software, not chip.

一颗电动车电池不放电时，也会产生电池两极电位差的所谓开路电压OCV（Open Circuit Voltage）。当电流越大时，电池电量Qmax会跟着缩减，电流和电压的变化，就能算出电阻，而电阻会随着温度和电池老化程度有所不同。毛崇知协理深入分析指出，不同的电池材料所产生的化学特性，都会产生独特的OCV曲线，且不同的温度和电池老化程度，其所产生的OCV曲线也不尽相同。这也是为什么，当各个车厂采用各自化学配方和材料属性的电动车电池时，对于芯片厂商来说，计量电动车电池会是这么具有挑战性的原因。

When a battery for EV doesn’t discharge, the potential difference between two battery electrodes, so-called Open Circuit Voltage (OCV), will be produced. When current is larger, the battery capacity Qmax will decrease. According to current and voltage variation, resistance can be calculated and will change with the temperature and the aging extent of battery. Mao, Chung-Chih further analyzed and pointed out the chemical characteristics produced by different battery materials will show unique OCV curves. The OCV curves are not exactly the same due to the different temperature and the aging extent of battery. This is the reason why measuring EV battery is a challenge for chip manufacturers when each vehicle company uses EV batteries according their chemical recipes and material properties.

但是正因为不同电池材料会释放出独特的OCV曲线，因此藉由预先掌握各类电池材料独特的OCV曲线和方程序，辅以软件的数学逻辑运算，便能读取OCV的变化曲线并进行补偿，得以进一步精确掌握电动车电池的容量。这可有效取代读取电池电压变化模式的局限。

Because different battery materials show unique OCV curves, they can be read and compensated to further and accurately control the battery capacity for EV by controlling unique OCV curves and equations from each kind of battery material in advance along with logical operation. This can effectively replace the limitation to read battery voltage variation.

Key 2: Acquiring Discharge Curve Slope from Battery Material

目前电动车的锂电池材料，大致上可分为锂钴、锂锰、磷酸锂铁以及日本常用的锂钴锰三元相电池等类。毛崇知协理指出，锂钴和锂猛电池材料的OCV曲线都有一定的斜率，藉由测量电压变化对应于放电曲线斜率的方式，还可以掌握一定的电池剩余容量（RM）。但是磷酸锂铁或锂铁电池的放电曲线，却是呈现持平、几乎没有斜率的状态，电压看起来没什么变化，但是剩余电量可能就会有很大的差别。因此藉由读取电压掌握剩余电量的方式还是不够精确的。

The materials of lithium battery for EV can be roughly classified as lithium cobalt, lithium manganese, lithium iron phosphate and Li (NiCo) O2 battery commonly used in Japan. Mao, Chung-Chih pointed out the OCV curves of lithium cobalt and lithium manganese battery have constant slope. On the strength of measuring voltage variation to discharge curve slope, the certain residual measure (RM) of battery can be controlled. Although the discharge curves of lithium iron phosphate or lithium iron battery keep fair without slope and voltage looks like no change, RM could have large difference. The way of reading voltage to control RM is not enough accurate.

所以采用读取电压掌握剩余电量的模式，不仅无法掌握精确电池容量，在电池均衡效应上同样也会产生难题，特别是磷酸锂铁和锂铁电池。这也是为什么，磷酸锂铁电池目前还没办法有效量产的原因，其一是生产一致性过低，机械化生产设备和量测设备仍显不足，其二是在BMS芯片设计遇到上述难题所导致。

The mode employed to read voltage and control RM not only can’t control the accurate battery capacity, but also the problems will be issued on the effect of battery balance, especially lithium iron phosphate and lithium iron batteries. This is the reason why lithium iron phosphate battery can’t be effectively mass produced. The first is low production consistency, not enough automatic production and measurement equipment. The second is the issues above-mentioned when designing BMS chips.

因此，在针对不同电池材料的高电压充放电芯片设计上，目前为止还没有一家电源芯片厂商能提供固定的解决方案，实际上也不会有。电源芯片厂商必须针对不同属性的电池，搭配自己专属的充放电设计，规划出符合各类电动车电池材料属性的芯片解决方案。

For the design of high-voltage charge and discharge chips with different battery materials, no power chip manufacturers can provide fixed solution until now. In fact, it will not have. Power chip manufacturers must plan solutions in compliance with battery materials and properties for EV together with their charge and discharge designs according to battery with different properties.

Difficult to Solve Charge and Discharge and Interference Resistance

Tip on Battery Management Chip

正由于锂电池所放出的电压曲线，几乎呈现平整的状态，因此若要提升锂电池的充放电效能，精确监控电压并且量测电池温度是其关键。而除了监控每颗电池的电压之外，电池管理芯片也要能监控电池温度、侦测错误状况、并且控制充放电的平衡。

Because lithium battery almost shows flat voltage curve, it will be a key to accurately monitoring voltage and measuring the battery temperature if you want to enhance the charge and discharge efficiency of lithium battery. Battery management chip not only monitors voltage in each battery, but also the battery temperature, detect error and control charge and discharge balance.

Linear营销经理Brian Black指出，因为锂电池对于过充和过放电都相当敏感，因此要提升油电混合车和电动车锂电池充放电的控制平衡能力，每颗电池的欠压或过压状态必须受到严格地监控，透过MOSFET开关可以释放每颗电池过充的电池电能。Brian Black表示，这样的设计，也可以让油电混合车和电动车的系统设计师，有效改善提升针对电池充放电平衡的算法机制。在监控锂电池温度方面，电池管理芯片可以透过外部化的热敏电阻（thermistors）设计来达成，其中内建的温度传感器，可藉由监测电路设计掌握明线链接（open wire connections）的疏漏之处。

Linear Marketing Manager, Brian Black, pointed out the ability to control and balance charge and discharge of lithium battery for HEV and EV must be enhanced because lithium battery is sensitive to over charge and discharge. The under or over voltage state in each battery must be strictly monitored. Overcharged power in each battery can be released via MOSFET switch. Brian Black expressed such design can allow HEV and EV system designers to effectively improve and enhance algorithm of battery charge and discharge balance. Battery management chip can monitor the temperature of lithium battery via external thermistors, where built-in temperature sensor can control open wire connections by monitoring circuit.

TI协理毛崇知则进一步表示，以往电池放电的模式是高电量迁就于低电量电池，这使得电量使用效益大打折扣，也会造成电池快速衰减，也会降低电池充电时的效能。这不是电池化学特性使然，最主要是均衡效能不佳所导致。目前在电动车电池管理芯片设计上，可藉由PowerPump转移能量的方法，将高电量多余电力转移到低电量的电池中，因此达到电池充放电最佳均衡化的效果。

Mao, Chung-Chih further expressed the battery discharge mode adapted from high battery to low battery. This would not only greatly reduce power utility, but also cause the quick decay of battery and reduce efficiency when a battery charges. This was not caused by the chemical characteristics of battery, mainly due to poor balance efficiency. On designing battery management chip for EV, excessive power can be transferred to low power battery via PowerPump method. Thus the optimum balance of battery charge and discharge can be achieved.

《图四》

Infineon林庆顺协理指出，如果配置不当容量的电池芯，将导致电池的充放电量降低，这个影响将会随着时间而日渐显著。在这里，可依据主动电感概念做到主动式电池控制，主动监测每个电池芯，做到电池平衡，使电池容量完成100%充电与放电。

Lin, Ching-Shun pointed out battery charge and discharge will reduce if cells are arranged with inappropriate capacity. This influence will increasingly become obvious with time. Here, battery can actively control and monitor each cell to balance battery in accordance with active inductance battery, so that the battery completes 100% charge and discharge.

另一方面，由于高电压变频器所产生的声频噪音和共膜噪声，也会影响电池堆栈管理系统运作和互通的效能。新的量测方式必须抛弃以往监控高共膜电压（common mode voltage）和堆栈模块内各个电池位置之间关系的方式。

On the other hand, audio and common-mode noise due to high-voltage inverter will influence the operation of battery stack management system and interconnection efficiency. New measurement must discard the method to monitor the relation of each battery location in common mode voltage and stack module.

Brian Black认为，提升电池管理芯片监控效能，提高锂电池寿命，才能延长油电混合车和电动车的行车距离，进一步提高这些新能源汽车车种的可靠度。亦即，精确的电池管理芯片监控效能，也才能让锂电池发挥最大化功能，缩小了电池量测的不确定性，并提高油电混合车和电动车在防护测试（guardband）的可靠度。

Brian Black thought not only can enhance the efficiency of battery management chip but also the lifetime of lithium battery to extend the driving distance of HEV and EV as well as further improve reliability for new energy vehicles. Namely, battery management chip that accurately monitor not only can maximize lithium battery and reduce the uncertainty of battery measurement, but also enhance guardband reliability for HEV and EV.

Electric Motor Needed to Solve Besides Battery

电池管理系统是提升电动车效能的关键，而电动车马达控制组件更是提高散热和可靠性的重要环节。

The BMS is a key to enhancing EV efficiency. The control components for EV will be an important link to enhance thermal dissipation and reliability.

在电动马达部份，林庆顺指出，目前主要的技术挑战之一，是如何提升散热及可靠性。因为相对于内燃机引擎的控制单元，电动马达的控制单元中的电力组件（变频器）的冷却需使用水冷，如此将使整体成本更昂贵。若厂商设法降低切换损耗，就可以减少为了降低冷却需求所提出的负担。

For electric motor, Lin, Ching-Shun pointed out, one of current technical challenges is how to enhance thermal dissipation and reliability. Because power components (inverter) in control unit for electric motor need to cool with water relative to control unit for internal combustion engine, the whole price will be more expensive. If manufacturers try to reduce switch loss, the load for cooling requirement can be dropped.

不过切换损耗也会影响行驶里程，而电池内储存的电力也会决定电动车的行驶里程范围。在这里，功率半导体可对减少切换损耗产生重大贡献。还有另一种方式是将控制单元整合至电动马达之中，因为电动马达本身就需要散热。另外，创新的封装概念亦有助于散热。

However, transfer loss will influence the driving mileage as well. Power stored in the battery will decide the range of EV mileage. Here, power semiconductor can make great contribution to reduce transfer loss. In addition, the other way is to integrate the control unit into electric motor in that electric motor itself needs thermal dissipation. Moreover, the concept of innovative package will contribute to thermal dissipation.

EV Popularization Needed to Wait

尽管电动车正备受期待，但光靠电动车本身的技术革新，并不代表就能够顺利地被市场所接受，外在环境与条件的配合更是不可或缺。

Although EV is ready to expect, the technical innovation depending on EV itself only doesn’t represent it can be smoothly accepted by the market. It is necessary to combine the external environment and condition.

High Battery Price and Charge Speed Not Quick

首先，目前电池价格依旧居高不下，电动车的市场化进程可能因此受到影响。根据集邦科技（TRENDFORCE）旗下的研究部门EnergyTrend近日最新的电动车产业发表研究报告指出，油价变动以及高昂的电池价格，仍是目前电动车正在面临的挑战。以一般汽油燃料车与新款油电混合车（HEV）相比，当油价约在每加仑4美元左右，HEV使用成本才会与一般汽油燃料车相当；而插电式油电混合车或者是纯电动车，则需要在更高油价的条件下，才能进一步摊提车价成本。目前电池价格仍处于高档，因此必须要在车价与油价摊提出现明显差异的前提下，才会让消费者产生购买电动车的意愿。

First of all, the current price of battery still stays high. The schedule to sell EV on the market could be influenced. A study report for EV industry recently issued by EnergyTrend under TRENDFORCE pointed out the gasoline variation and the expensive price of the battery are still great challenge for EV. In comparison with general gasoline fuel vehicle and new HEV, the utility cost of HEV will be considerable to that for general gasoline fuel vehicle when the gasoline price is about US$4 per gallon; PHEV or BEV can further balance the cost of the vehicle price under the condition of higher gasoline price. Because the battery still stays at the higher price, consumers will have willingness to purchase EV in a prerequisite that shows the obvious difference when the vehicle and gasoline prices balance.

另外别忘了，现在纯电动车充电速度最快都还要1个小时左右，如果电池充电速度不能再加快，市场接受度当然有所保留。毛崇知协理特别强调，电动车充电技术光靠半导体芯片技术是无法有效解决的，更要兼顾电池材料特性，这段研发时程还有很长的路要走。短期之内，纯电动车只是车厂展现技术实力的场域，并不是量产化的起跑线。

Don’t forget the time to charge BEV takes about one hour. If the speed to charge battery can’t be quick, acceptance on the market will somewhat retain. Mao, Chung-Chih specially emphasized the charge technology for EV can’t be effectively solved by semiconductor chip only, more combining the characteristics of battery material. This R&D schedule still has long run to go. BEV will be a product for vehicle companies to demonstrate their technologies in short term, not a starting point of mass production.

《图五》

Priority to Arrange Few Batteries and Hybrid Electric Combination

因此以目前电动车的价格发展趋势来看，由于投入车厂与开发资源仍较为有限，车价因为电动化程度不足而居高不下。对于不同种类的电动车而言，目前电池越多，就代表越高的使用成本。所以各车厂在大规模导入电动车产品之前，必须先了解市场脉动，初期导入的电动车产品，应以少量的电池配置、或是同时并行发展油电混合车为主，而不是一开始就投入纯电动车领域。除了避免负担过高的电动车成本外，同时也可降低对尚未普及化的硬件基础建设的依赖。

Seen from the development trend of EV price, the vehicle price stays high owing to insufficient electric degree in that vehicle companies have limited development resources. For different types of EV, more used batteries represent the higher cost. Before vehicle companies introduce EV in large scale, they must understand the market movement. When EV products are manufactured in the early stage, the arrangement of few batteries or HEV should be simultaneously developed, not just manufacturing BEV. Not only can avoid the excessive cost of EV, but also can reduce the dependence of hardware infrastructure not popularized.

Opportunity to Combine External Conditions for EV Industry to Mature

油电混合车和纯电动车由技术所推动的产业，新进汽车业者将相关技术视为改变汽车产业既定游戏规则、并以此建立市场桥头堡的机会。若从整体配套措施来看，政策补助比较能够影响油电混合车和插电式油电混合车的成长；而外围充电基础建设，则会直接带动纯电动车的普及。

HEV and BEV are industries driven by technology. New vehicle manufacturers will consider related technologies as existing game rules to change automobile industry and opportunities to build up the market. From the whole measures, policy subsidiaries can much influence the growth of HEV and PHEV; related charge infrastructure will directly popularize BEV.

若要以技术为推动主轴、积极落实电动车的生态环境，还需要各种要件的积极配合。仅仅靠着消费者了解石化燃料对环境造成的负面影响，并愿意以行动做出改变，不足以让电动车有效普及。这些条件包括油价结构的调整、政府针对基础建设发展、支持充电站、甚至电动车市场定价的奖励措施、以及可让消费者能长久信赖电动交通工具的法规架构。当然车厂要和电池管理芯片厂商先能克服电池材料和BMS技术难题、提供能符合消费者需求的电动车产品才行，建立关键多数的用户基础，也才能扩大电动车在市场的影响力。

If the promotion is based on technology to fulfill ecological environment for EV, each kind of component will be needed to cooperate. It will not enough to effectively popularize EV only if consumers understand petroleum fuel to have the negative impact on environment and are willing to make change by action. These conditions include the adjustment of gasoline price, the development of infrastructure by the government, the support of charge station, even reward measure for EV, as well as allow consumers to permanently reply on the regulations of electric vehicle.Certainly vehicle companies and battery management chip manufacturers overcome technical issues on battery material and BMS, provide EV products in compliance with customer’s requirements and build up most users, which can expand the influence of EV on the market as well.