政企合作视角下新能源汽车充电基础设施最优投资模式研究

doi:10.16381/j.cnki.issn1003-207x.2023.1477

Abstract

Abstract:

The lack of charging infrastructure has significantly hindered the widespread promotion of new energy vehicles in China. Establishing partnerships between the public sector （government） and the private sector （enterprises） is one important approach to address this issue. In this study， a tripartite game model involving the government， enterprises， and consumers was constructed to examine the effects and differences in investment in electric vehicle charging infrastructure under three types of government- enterprise cooperation models： government-funded， feasibility gap subsidy， and user-funded. Based on this， the optimal investment model for new energy vehicle charging infrastructure is discussed. The research findings indicate that （1） government and enterprise cooperation can enhance investment in new energy vehicle charging infrastructure and promote the large-scale adoption of new energy vehicles. （2） Compared to government-funded and user-funded models， the feasibility gap subsidy model not only has a positive impact on promoting electric vehicles but also enhances social welfare， making it the optimal investment model for new energy vehicle charging infrastructure. （3） Under the feasibility gap subsidy model， the optimal subsidy ratio for the construction and operation of charging infrastructure gradually decreases as the cost coefficient increases， while the optimal charging service fee price level gradually increases. The conclusions of this study are of great significance for the widespread promotion of new energy vehicles in China and the attainment of the transportation sector’s “dual-carbon” goals.

Key words: government-enterprise co-operation, new energy vehicles, charging infrastructure, investment model

CLC Number:

F062.9

Dongdong Li,Wenyao Lin,Weiwei Gao, et al. Optimal Investment Mode of New Energy Vehicle Charging Infrastructure under Public-private Partnership[J]. Chinese Journal of Management Science, 2026, 34(1): 342-352.

Figures/Tables 4

符号	定义与说明
$θ$	消费者对新能源汽车的估值
$ρ$	充电基础设施数量外部性系数， $ρ > 0$
$ϕ$	充电基础设施运营水平外部性系数， $ϕ > 0$
$n$	充电基础设施数量， $n > 0$
$η$	充电基础设施建造成本系数， $η > 0$
$w$	充电基础设施运营水平， $w > 0$
$γ$	充电基础设施运营成本系数， $γ > 0$
$α$	政府付费比例， $α > 0$
$s$	一辆新能源汽车生命周期内平均缴纳的充电服务费， $s > 0$
$c$	新能源汽车边际生产成本， $c > 0$
$d$	新能源汽车的边际环境损害系数， $d > 0$
$p$	新能源汽车价格
$q$	新能源汽车产量
$β$	充电基础设施建造与运营补贴比例
$U$	消费者效用函数
$C S$	消费者剩余函数
$π M$	新能源汽车制造企业利润函数
$π C$	第三方企业利润函数
$S W$	社会福利函数

建造成本系数 $η$	新能源汽车产量 $q S B$	充电基础设施建造数量 $n S B$	充电基础设施运营水平 $w S B$	企业利润 $π S B$	社会福利 $S W S B$
$η = 3.1$	0.2553	0.0824	0.0729	0.0313	0.0128
$η = 3.2$	0.2489	0.0778	0.0711	0.0320	0.0124
$η = 3.3$	0.2432	0.0737	0.0695	0.0325	0.0122
$η = 3.4$	0.2380	0.0700	0.0680	0.0330	0.0119
$η = 3.5$	0.2333	0.0667	0.0667	0.0333	0.0117
$η = 3.6$	0.2291	0.0636	0.0655	0.0336	0.0115

运营成本系数 $γ$	新能源汽车产量 $q S B$	充电基础设施建造量 $n S B$	充电基础设施运营水平 $w S B$	企业利润 $π S B$	社会福利 $S W S B$
$γ = 3.1$	0.2553	0.0730	0.0824	0.0313	0.0128
$γ = 3.2$	0.2489	0.0711	0.0778	0.0320	0.0124
$γ = 3.3$	0.2432	0.0695	0.0737	0.0325	0.0122
$γ = 3.4$	0.2380	0.0680	0.0700	0.0330	0.0119
$γ = 3.5$	0.2333	0.0667	0.0667	0.0333	0.0117
$γ = 3.6$	0.2291	0.0655	0.0636	0.0336	0.0115

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Optimal Investment Mode of New Energy Vehicle Charging Infrastructure under Public-private Partnership

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