Автор: Kajit
Better place ev car
Infrastructure for electric cars that promotes their use, or the widespread adoption of electric cars, which makes infrastructure more economically palatable for a company to build? Clearly here, Better Place betted on first building infrastructure to entice the use of electric cars, and it failed. But it raises the question of how electric cars will be supported when you are away from home?
Would more electric cars be used here in the US if that infrastructure existed? December 14, Noorin D says: Ultimately it is a chicken-and-egg scenario but it has the potential to grow if players on both fronts those promoting electric cars and those promoting the supporting infrastructure continue to make incremental advances.
The two are inextricably linked, which is why you see Tesla investing in both. Regarding your question on users who are away from home — right now, cross-country trips are only possible for those willing to stop and re-charge their cars at an outlet whenever they run out of juice. EV adoption is driven mainly by ideology — users who care enough about the environmental effects of their transport to take on extra inconvenience in exchange for a smaller footprint.
Therefore, companies have to continue to try to improve and capture new users incrementally with incremental improvements in the technology to drive adoption. Bottom line, to make it work, we have to make people care! Local authorities, whose permission was needed to build battery-switching stations, put up unexpected roadblocks, slowing progress, company officials said. Another shortcoming: Better Place assumed that other automakers would build vehicles that are compatible with its battery-swapping technology, but so far only Renault has done so.
Marketing has been another challenge: The company is asking its customers not only to embrace a new technology, but an unfamiliar business model that is hard to explain. He said battery swapping might make sense for taxis or fleets, but not on a broad scale. My test drive with Better Place was a mixed bag. On the round trip from Tel Aviv to the Negev, I had to switch batteries twice, going slightly out of my way both times.
On the plus side, the battery-switching station, which resembled an automated car wash, worked perfectly: I was in and out in about five minutes, without having to leave my car. And I loved the instant torque and the quiet of the Fluence EV. Better Place customers seem to be satisfied, too. Although their numbers are small, electric vehicle owners worldwide are generally happy with the new technology. In the U. The Volt overcomes range anxiety by adding a small gasoline engine to its electric drive train, while the all-electric Nissan Leaf depends on a network of public charging stations.
All the companies offer home chargers to their owners. The company sold more than cars a month in January and February, accounting for about 0. In December, only 23 were sold.
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However, the concept never gained momentum, with fewer than 1, electric cars operating in Israel and Denmark today. Shai Agassi, the founder and CEO of Better Place until October , focused the company on serving smaller countries with shorter commutes and high gas prices, such as Israel, Denmark and Japan, as well as states, such as Hawaii. Better Place had built more than charging stations on four islands in Hawaii, for example, but sold them in March to OpConnect as part of an effort to reduce costs and concentrate on Denmark and Israel.
Better Place switchable batteries would offer electric cars unlimited range and reduce dependency on oil. Better Place Reuters cited a report from Israel Corp. Subsequent efforts to raise more funds were unsuccessful, leading to the shutdown of the company.
In addition to Israel Corp. Another shortcoming: Better Place assumed that other automakers would build vehicles that are compatible with its battery-swapping technology, but so far only Renault has done so. Marketing has been another challenge: The company is asking its customers not only to embrace a new technology, but an unfamiliar business model that is hard to explain.
He said battery swapping might make sense for taxis or fleets, but not on a broad scale. My test drive with Better Place was a mixed bag. On the round trip from Tel Aviv to the Negev, I had to switch batteries twice, going slightly out of my way both times. On the plus side, the battery-switching station, which resembled an automated car wash, worked perfectly: I was in and out in about five minutes, without having to leave my car. And I loved the instant torque and the quiet of the Fluence EV.
Better Place customers seem to be satisfied, too. Although their numbers are small, electric vehicle owners worldwide are generally happy with the new technology. In the U. The Volt overcomes range anxiety by adding a small gasoline engine to its electric drive train, while the all-electric Nissan Leaf depends on a network of public charging stations. All the companies offer home chargers to their owners. The company sold more than cars a month in January and February, accounting for about 0.
In December, only 23 were sold. Others, though, say the Better Place story underscores the fundamental challenge facing the electric car.
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