電動車的電池管理設計，更是攸關電動車效能提升的重要關鍵，電池管理系統（BMS）的計量和管理功能就非常重要，電池串數更牽動管理晶片設計架構。充電技術光靠半導體晶片技術是無法有效解決的，更要兼顧電池材料特性。這裡有許多密招和撇步，能夠解決電池充放電和抗干擾問題。然電動車普及化並非一蹴可幾，短期之內，純電動車只是車廠展現技術實力的場域，並不是量產化的起跑線。主事者應以少量電池配置、同時並行發展油電混合車，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

在全球鼓吹節能環保的趨勢下，新能源汽車概念正在風起雲湧，電動車（Electric Vehicle；EV）更成為各國發展新能源汽車產業的重點項目。全球主要整車車廠都在投入研發油電混合車（HEV）、插電式油電混合車（plug-in HEV；PHEV）和純電動車（BEV）。市場預估未來三到五年內，油電混合車和純電動車將會有明顯的成長。

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.

電動車關鍵零組件包括可充電鋰電池組、電池控制模組、電池管理系統、電動馬達控制、煞車電力回收、電源插座以及基礎充電設施等等關鍵技術。其中鋰電池組的成本最高，油電混合動力和插電式油電混合動力（的電池成本預估約佔整車成本的40～50％，而純電動車的電池成本就高達60％，其重要性可見一斑。

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.

《圖一》

正由於電動車是依靠電池發電作為動力來源，電動車的電源管理設計，更是攸關電動車效能提升的重要關鍵。電力供應若需更具效能，電池管理系統（BMS）的充放電精確度就非常重要。

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

電動車的BMS主要是以電池計量單元和充電管理單元所組成，BMS的準確度關係到電池組的總發電量，也決定純電動車行駛距離的長短。

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.

電池計量管理單元的功能是統計電池的充放電量。由於電池組是大量電池單元串聯而成，因此在普通充電或動能回收充電狀態下，需要有一套系統，來確保每一個電池單元充電以後的電壓不超過其設定的最高值，避免電池的熱失效問題，才能有效提升電池使用效能，資訊主要還是透過CAN匯流排傳送給整車管理系統。

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.

充電管理單元功能則主要是監測電池的溫度、充電和放電效果。這是對電池組的每一個電池單元進行溫度、電壓、電流、自放電均衡電壓、資料發送等監測功能，溫度控制單元是利用冷卻液來保持電池組的工作溫度。充電管理單元依據動、靜態電池單元參數的變化，提出狀況報告和建議，並將電池組的資料記錄保存或發送給整車管理系統。

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.

《圖二》

電池管理系統BMS通常需要上百路電池單體檢測管理的多路電池管理晶片、多路電池電壓均衡控制、高電壓監控、大電池檢測、大型功率半導體元件等等，以便針對複雜的電池系統進行計量管理。英飛凌（Infineon）亞太區汽車電子事業處區域行銷協理林慶順便指出，節能省電設計是克服電動車技術難題最為關鍵的一步。在電動車關鍵零組件部份，包括變頻器的 IGBT 模組、驅動 IC、離散式高壓 MOSFET / IGBT、微控制器及電池管理解決方案，都攸關電動車的行車效能。

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

目前新能源汽車概念下的電動車種類有好幾種，各種類電動車的油電比例和電池串數也不盡相同。相對地，電池管理系統（BMS）晶片的設計也較為複雜。

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.

油電混合車（HEV）的汽油與電池比例，大概是7比3左右，而插電式油電混合車（PHEV）的汽油和電池充電，則是3比7的比例，當然，純電動車（BEV）是百分百的電池供應。除了上述電動車種類之外，還有電動腳踏車（E-BIKE）和電動摩托車（E-MOTOR）等。根據車輛大小不同，電動車的電池串數也不一樣。E-BIKE的電池串數大概在7～12串左右，而E-MOTOR的串數則在13～24串。而整車電動車的電池串數，最起碼都要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.

晶片要精確掌握電動車電池的剩餘容量，才能提高電動車電池的行車距離，也才能有效控制電動車電池的充放電效能。電動車電池電源如何有效平衡輸出，一直是純電動車電源管理設計的重點項目，此外電池的安全性和耐久性也需一併考慮。同時，整車電動車的電池管理系統，各主要汽車消費市場有其自成一格的驗證規範，例如美國的車規Q100，而中國也正在制定自己的檢測車規。電動車的電池管理晶片，都需要經過各國嚴格的整車車規驗證過程。

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

德州儀器（TI）亞洲區類比產品市場開發協理毛崇知表示，電池串數不同，相對應的晶片設計也會不同，不是光靠一顆電池管理晶片，就可以囊括整車電動車電源晶片的應用。另外，針對整車電動車的電池管理晶片設計，和電動摩托車以及電動腳踏車的晶片設計是不一樣的。電池串數多，就需要以堆疊方式累積，這時晶片就需要因應堆疊式電池的充電設計。但串數越高，電池電壓也越高，有些晶片廠商就會在晶片和晶片之間設計其他零組件，藉由光耦隔離的方式，降低電池堆疊電壓對於單一晶片所造成的負擔。

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.

凌力爾特（Linear）訊號處理產品部行銷經理Brian Black則認為，新一代的電池管理晶片技術，就是可監控堆疊模組內每顆電池的電壓，每顆電池管理晶片應該可掌握監控多顆電池。多顆電池管理晶片也可以不需要光耦合器和隔離膜，精準地去監控串聯電池串列的每顆電池。毛崇知協理也指出，光耦隔離式的電池管理晶片設計，也需要經過整車車廠長期嚴格的車規驗證。不過目前知名品牌整車車廠在設計電動車電池管理系統時，採用光耦隔離技術的態度較為保守。因為光耦隔離技術多為電源晶片廠商專利所有，整車車廠需支付大筆授權金而使成本提高，同時零組件數也會增加，會讓電池供電的可靠度受到影響。

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.

《圖三》

因此，不必加隔離膜，採用讀取電流變化、而非直接讀取電壓傳輸的電池管理晶片設計模式，便可以解決整車車廠的成本問題，晶片也不會因為電池串數高而承受高電壓的工作負擔。

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

進一步地毛崇知認為，要真正搞定電動車電池管理晶片設計，不是只憑藉半導體晶片技術就可達成，更要兼顧電池材料特性，才能精確掌握電動車電池的效能。因為電池管理系統BMS要精確掌握電池效能，必須兼顧電池計量和電池充電的功能，除了MCU如何控制電池外，軟體才是關鍵。沒有整合MCU和軟體的核心，解決方案只能停留在類比前端電路的角色。而軟體要寫得好，就要懂得掌握電池材料的化學特性。

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，要搞定電動車的BMS，必須兼顧電池管理晶片和電池材料兩方面。在這裡，晶片要能夠精確地掌握電池容量，便需要仰賴軟體設計。可以這麼說，BMS的核心不在於晶片，而在於軟體。

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.

一顆電動車電池不放電時，也會產生電池兩極電位差的所謂開路電壓OCV（Open Circuit Voltage）。當電流越大時，電池電量Qmax會跟著縮減，電流和電壓的變化，就能算出電阻，而電阻會隨著溫度和電池老化程度有所不同。毛崇知協理深入分析指出，不同的電池材料所產生的化學特性，都會產生獨特的OCV曲線，且不同的溫度和電池老化程度，其所產生的OCV曲線也不盡相同。這也是為什麼，當各個車廠採用各自化學配方和材料屬性的電動車電池時，對於晶片廠商來說，計量電動車電池會是這麼具有挑戰性的原因。

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.

但是正因為不同電池材料會釋放出獨特的OCV曲線，因此藉由預先掌握各類電池材料獨特的OCV曲線和方程式，輔以軟體的數學邏輯運算，便能讀取OCV的變化曲線並進行補償，得以進一步精確掌握電動車電池的容量。這可有效取代讀取電池電壓變化模式的侷限。

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

目前電動車的鋰電池材料，大致上可分為鋰鈷、鋰錳、磷酸鋰鐵以及日本常用的鋰鈷錳三元相電池等類。毛崇知協理指出，鋰鈷和鋰猛電池材料的OCV曲線都有一定的斜率，藉由測量電壓變化對應於放電曲線斜率的方式，還可以掌握一定的電池剩餘容量（RM）。但是磷酸鋰鐵或鋰鐵電池的放電曲線，卻是呈現持平、幾乎沒有斜率的狀態，電壓看起來沒什麼變化，但是剩餘電量可能就會有很大的差別。因此藉由讀取電壓掌握剩餘電量的方式還是不夠精確的。

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.

所以採用讀取電壓掌握剩餘電量的模式，不僅無法掌握精確電池容量，在電池均衡效應上同樣也會產生難題，特別是磷酸鋰鐵和鋰鐵電池。這也是為什麼，磷酸鋰鐵電池目前還沒辦法有效量產的原因，其一是生產一致性過低，機械化生產設備和量測設備仍顯不足，其二是在BMS晶片設計遇到上述難題所導致。

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，在針對不同電池材料的高電壓充放電晶片設計上，目前為止還沒有一家電源晶片廠商能提供固定的解決方案，實際上也不會有。電源晶片廠商必須針對不同屬性的電池，搭配自己專屬的充放電設計，規劃出符合各類電動車電池材料屬性的晶片解決方案。

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

正由於鋰電池所放出的電壓曲線，幾乎呈現平整的狀態，因此若要提昇鋰電池的充放電效能，精確監控電壓並且量測電池溫度是其關鍵。而除了監控每顆電池的電壓之外，電池管理晶片也要能監控電池溫度、偵測錯誤狀況、並且控制充放電的平衡。

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行銷經理Brian Black指出，因為鋰電池對於過充和過放電都相當敏感，因此要提昇油電混合車和電動車鋰電池充放電的控制平衡能力，每顆電池的欠壓或過壓狀態必須受到嚴格地監控，透過MOSFET開關可以釋放每顆電池過充的電池電能。Brian Black表示，這樣的設計，也可以讓油電混合車和電動車的系統設計師，有效改善提昇針對電池充放電平衡的演算法機制。在監控鋰電池溫度方面，電池管理晶片可以透過外部化的熱敏電阻（thermistors）設計來達成，其中內建的溫度感測器，可藉由監測電路設計掌握明線連結（open wire connections）的疏漏之處。

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協理毛崇知則進一步表示，以往電池放電的模式是高電量遷就於低電量電池，這使得電量使用效益大打折扣，也會造成電池快速衰減，也會降低電池充電時的效能。這不是電池化學特性使然，最主要是均衡效能不佳所導致。目前在電動車電池管理晶片設計上，可藉由PowerPump轉移能量的方法，將高電量多餘電力轉移到低電量的電池中，因此達到電池充放電最佳均衡化的效果。

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.

《圖四》

Infineon林慶順協理指出，如果配置不當容量的電池芯，將導致電池的充放電量降低，這個影響將會隨著時間而日漸顯著。在這裡，可依據主動電感概念做到主動式電池控制，主動監測每個電池芯，做到電池平衡，使電池容量完成100%充電與放電。

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，由於高電壓變頻器所產生的聲頻噪音和共膜雜訊，也會影響電池堆疊管理系統運作和互通的效能。新的量測方式必須拋棄以往監控高共膜電壓（common mode voltage）和堆疊模組內各個電池位置之間關係的方式。

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認為，提昇電池管理晶片監控效能，提高鋰電池壽命，才能延長油電混合車和電動車的行車距離，進一步提高這些新能源汽車車種的可靠度。亦即，精確的電池管理晶片監控效能，也才能讓鋰電池發揮最大化功能，縮小了電池量測的不確定性，並提高油電混合車和電動車在防護測試（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

電池管理系統是提昇電動車效能的關鍵，而電動車馬達控制元件更是提高散熱和可靠性的重要環節。

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.

在電動馬達部份，林慶順指出，目前主要的技術挑戰之一，是如何提升散熱及可靠性。因為相對於內燃機引擎的控制單元，電動馬達的控制單元中的電力元件（變頻器）的冷卻需使用水冷，如此將使整體成本更昂貴。若廠商設法降低切換損耗，就可以減少為了降低冷卻需求所提出的負擔。

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.

不過切換損耗也會影響行駛里程，而電池內儲存的電力也會決定電動車的行駛里程範圍。在這裡，功率半導體可對減少切換損耗產生重大貢獻。還有另一種方式是將控制單元整合至電動馬達之中，因為電動馬達本身就需要散熱。另外，創新的封裝概念亦有助於散熱。

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

儘管電動車正備受期待，但光靠電動車本身的技術革新，並不代表就能夠順利地被市場所接受，外在環境與條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，目前電池價格依舊居高不下，電動車的市場化進程可能因此受到影響。根據集邦科技（TRENDFORCE）旗下的研究部門EnergyTrend近日最新的電動車產業發表研究報告指出，油價變動以及高昂的電池價格，仍是目前電動車正在面臨的挑戰。以一般汽油燃料車與新款油電混合車（HEV）相比，當油價約在每加侖4美元左右，HEV使用成本才會與一般汽油燃料車相當；而插電式油電混合車或者是純電動車，則需要在更高油價的條件下，才能進一步攤提車價成本。目前電池價格仍處於高檔，因此必須要在車價與油價攤提出現明顯差異的前提下，才會讓消費者產生購買電動車的意願。

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.

另外別忘了，現在純電動車充電速度最快都還要1個小時左右，如果電池充電速度不能再加快，市場接受度當然有所保留。毛崇知協理特別強調，電動車充電技術光靠半導體晶片技術是無法有效解決的，更要兼顧電池材料特性，這段研發時程還有很長的路要走。短期之內，純電動車只是車廠展現技術實力的場域，並不是量產化的起跑線。

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.

《圖五》

Priority to Arrange Few Batteries and Hybrid Electric Combination

因此以目前電動車的價格發展趨勢來看，由於投入車廠與開發資源仍較為有限，車價因為電動化程度不足而居高不下。對於不同種類的電動車而言，目前電池越多，就代表越高的使用成本。所以各車廠在大規模導入電動車產品之前，必須先了解市場脈動，初期導入的電動車產品，應以少量的電池配置、或是同時並行發展油電混合車為主，而不是一開始就投入純電動車領域。除了避免負擔過高的電動車成本外，同時也可降低對尚未普及化的硬體基礎建設的依賴。

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

油電混合車和純電動車由技術所推動的產業，新進汽車業者將相關技術視為改變汽車產業既定遊戲規則、並以此建立市場橋頭堡的機會。若從整體配套措施來看，政策補助比較能夠影響油電混合車和插電式油電混合車的成長；而週邊充電基礎建設，則會直接帶動純電動車的普及。

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.

若要以技術為推動主軸、積極落實電動車的生態環境，還需要各種要件的積極配合。僅僅靠著消費者瞭解石化燃料對環境造成的負面影響，並願意以行動做出改變，不足以讓電動車有效普及。這些條件包括油價結構的調整、政府針對基礎建設發展、支援充電站、甚至電動車市場定價的獎勵措施、以及可讓消費者能長久信賴電動交通工具的法規架構。當然車廠要和電池管理晶片廠商先能克服電池材料和BMS技術難題、提供能符合消費者需求的電動車產品才行，建立關鍵多數的使用者基礎，也才能擴大電動車在市場的影響力。

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.