电动汽车商业模式综合性分析与创新性思考

本文对电动汽车现有商业模式进行了回顾与总结,全面分析了影响因素,并进行了思考,最后提出一种电动汽车创新商业模式的设想。     

Consumers' processing of mindful commercial car sharing

Commercial car sharing offers a form of market‐mediated, access‐based consumption with a markedly lower impact on the natural environment than that of car ownership. Consumers adopting such alternative transportation modes are manifesting a marketplace behavior that can be said to be mindful because of the innovative and sustainable nature of car sharing. This study employs behavioral reasoning theory to examine how consumers' value orientations, as well as reasons for and against car sharing, might be used in consumers' processing of mindful commercial car‐sharing adoption. Findings suggest that subjective norms (thoughts of important others for consumers, such as co‐workers) serve an important mediating role for both consumers' value orientations and reasons for car sharing in their relationship with car‐sharing behavior. These results provide marketing researchers important knowledge about green consumption and suggest that practitioners would do well to emphasize the social dimension when marketing environmentally oriented services, such as car sharing.     

Transport scenarios in a company strategy

The environmental company strategy of the case company Oslo Sporveier includes scenarios for the development of person transport in Oslo up to year 2016. The basis for three different scenarios is described. This paper presents the use of scenarios as background for environmental reporting. Emissions, energy, land and time use from person transport in the three different scenarios were determined. The scenarios were (i) a private car scenario, where the main growth in person transport is to be met with a strong increase in the use of private cars, (ii) a public transport scenario, where the increase in person transport is to be taken care of with a strong increase in the public transport, and (iii) the sustainability scenario, with a reduction in total person transport, increased share of public transport and walking/bicycling, and reduced share of private car use. The total energy use, CO₂ emissions, NO_x emissions and particle emissions from person transport in Oslo are reduced in all three scenarios compared with the situation in 1996. The reduction is smallest in the private car scenario and largest in the sustainability scenario. The land use increases in the private car scenario and the public transport scenario, while there is a reduction in land use in the sustainability scenario. The total time consumption connected to person transport increases in all three scenarios. Copyright © 2004 John Wiley & Sons, Ltd and ERP Environment.     

“飞思卡尔”杯大学生智能汽车创意赛车模的制作

本文基于"飞思卡尔"大学生智能汽车创意赛,设计制作一种基于CCD摄像头的智能车,并在复杂道路条件下的行驶。智能车系统以Freescale16位单片机MC9S12XS128作为系统控制处理器,采用基于摄像头的图像采样模块获取赛道图像信息,通过PID控制策略控制车模的方向和速度,利用超声波传感器测距对车距进行控制,最终实现车模的寻道行驶、在十字路口的左右转、两车跟踪行驶等基本功能。     

我国废旧汽车回收模式选择探析

废旧汽车回收模式影响回收效率。文章归纳总结了废旧汽车回收模式类型,分析了各种回收模式的利与弊,从经济、管理、技术方面阐述了影响回收模式选择的因素,并建立了回收模式评价指标体系,对我国建立有效、快捷的废旧汽车回收模式具有指导意义。     

基于系统动力学的天津市城市交通能源消耗与碳排放预测

文章基于2000年-2010年的基础数据,利用系统动力学的方法,对公交车、出租车、私家车的数量及能源消耗、碳排放做了定量分析,并对在十二五期间城市交通能源消耗、碳排放进行了预测,通过情景分析认为应当鼓励居民利用公共交通出行,同时提高公交系统的运营能力和运营效率,控制私家车的迅猛增长并逐步淘汰高耗能汽车,鼓励新能源汽车和混合动力汽车的研发。     

Sustainable entrepreneurship,innovation, and business models: Integrative framework and propositions for future research

This article introduces the business models for sustainability innovation (BMfSI) framework to study how business models mediate between sustainability innovations and business cases for sustainability. The BMfSI framework integrates two major perspectives (implicitly) found in the sustainable business model literature. The first is the agency perspective. It takes into consideration that some form of agency is needed, that is, “someone” who takes decisions and acts. Sustainable entrepreneurs are discussed as those agents who align their new or existing business models with sustainability innovations in order to be successful in business and to create value with and for stakeholders. The second perspective is the systems perspective, which acknowledges that business models are always embedded within sociotechnical contexts through which, for example, public policies, private financing, or stakeholder interests influence whether and how business models can be developed. The agency and systems perspectives are integrated in the so‐called business model mediation space. This theoretical notion embraces the decisions and activities pursued by sustainable entrepreneurs as they align their business models with sustainability innovations on the one hand and the influence of environmental contingencies, barriers, and stakeholders from the sociotechnical context on the other hand. The paper concludes with propositions for future research derived from the BMfSI framework.     

Changing consumer behaviour through eco-efficient services: an empirical study of car sharing in the Netherlands

In this paper ‘innovation’ is discussed as a strategy to change consumer behaviour to reduce the environmental impact of consumption. Innovation aims to improve the ‘production process’ of certain end results or ‘units of service’ for the consumer, which is defined as the ‘consumption technology’. This concept includes the entire organization of how these units of service are produced. ‘Eco-efficient services’ are introduced as an innovation strategy, based on theoretical considerations through which more eco-efficient consumption technologies and less environmentally damaging consumption behaviour could be realized. This strategy is explored through an empirical consumer behaviour study on commercial car sharing services in the Netherlands. Based on an inventory of the environmental effects of this approach, as exemplified by the car sharing schemes, it can tentatively be concluded that the eco-efficient services concept offers an interesting framework for reconsidering the current consumption practice and for generating innovative activities in industry. © 1998 John Wiley & Sons, Ltd and ERP Environment.     

国外汽车共享服务的理论与实践

汽车共享服务是介于私家车和公共交通之间的交通创新方式,它有利于减少交通流量,减少大气污染,提高交通时效,因此已在瑞士、德国、美国、加拿大、新加坡、日本等国家悄然兴起.我国人多地少,人均能源贫乏,应该研究和逐步推广汽车共享服务,使之成为现有公共交通工具的补充形式.     

汽车检测技术的发展与故障检修

汽车检测技术飞速发展,人们利用各种先进仪器对汽车进行检测。文章对几类车型出现的故障进行分析检修。     

探讨住宅区地下车库的合理设计

在当今我国以密集型多层或高层为主的居住小区,随着私家车的日益增多,停车难自然也在所难免。新建小区内建地下车库,利用城市地下空间建设公共设施以及城市立体交通体系,是实现城市可持续发展的必由之路。     

Legitimacy‐as‐Feeling: How Affect Leads to Vertical Legitimacy Spillovers in Transnational Governance

Transnational governance schemes (TGSs) are interorganizational networks of public and/or private actors that jointly regulate global public policy issues, such as the prevention of human rights violations and the protection of ecosystems. Considering that TGSs mainly address issues of public concern, the general public represents a major source of legitimacy in transnational governance. We theorize how members of the general public, whom we conceptualize as intuiters, apply heuristics to bestow legitimacy on TGSs. Given the difficulty of assessing TGSs, we argue that intuiters draw on affect‐based responses towards a TGS's better‐known network affiliates, such as participating business firms, to judge the legitimacy of the TGS as a whole. This substitution produces a ‘vertical’ legitimacy spillover. More specifically, we examine the heuristic process of judgment underlying vertical spillovers in TGSs and derive implications for the legitimacy construct and the analysis of spillover phenomena.     

卡普若干问题研究

对卡普的种类及其性质进行了分析,认为卡普是汽车共享的一种,"非合意拼的"不是卡普,法律应予禁止;经营性卡普在法律上具有适当性,政府应予鼓励.最后,对如何正确发展卡普提出了相应的措施.     

我国轿车性价比评价模型

我国轿车市场日渐成熟,消费者购车更加理性,希望购买到性价比高的车子。目前市场上关于轿车性价比的评价多为定性的描述。运用价值工程理论构建出我国家用轿车性价比的评价模型,对家用轿车进行定量描述,期望能为消费者的购车提供一定的参考。     

停车位的供需矛盾及其解决方略

针对我国城市停车供需矛盾突出这一问题,从深层次分析原因,认为应该从城市可持续发展的高度,结合机动化发展战略,在立法、公共政策和技术标准制定,以及停车设施规划、建设和管理等方面,系统地提出解决问题的对策;在倡导"公交优先"的同时,应提出限制私人轿车拥有和使用的政策;对城市公共停车设施应进行统筹规划,统一建设,并将城市公共停车设施作为公共物品纳入城市交通基础设施建设;城市停车设施应以公共停车设施为主,严格限制专用停车设施和商品化停车泊位,以提高城市停车设施的利用率。     

浅析燃油税的征收对私人轿车消费的影响

通过比较费改税前后汽车使用费用的变化,分析影响私人轿车消费的因素,结果表明燃油税的征收对汽车使用费用方面的影响是有限的,但是会改变人们对汽车的消费倾向。     

Can the Public's Desire for Future Benefits Be Deduced form Their Private Decisions?

Abstract . How should benefits and costs occurring at different times be evaluated to decide whether to undertake tax financed public projects? What interest rate should be used? If public decisions were based on people's willingness to pay for future private income, they still could not be based on market interest rates. The benefits of public projects (except in the cases of private land values or affected fixed private capital investments) are not marketable. However, among other things, market interest rates do represent the opportunity costs of public investments. Still, many citizens are concerned about the welfare of future generations; they may have a lower time preference rate. Human capital investments are directly analogous to public investment to produce non marketable public goods. Both are illiquid; both yield returns higher than market rates. This indicates the private rates of time preference for most citizens are high.     

Beautifying the Slum: Cable Car Fetishism in Cazucá, Colombia

The installation of cable cars as part of slum beautification projects has begun to circulate among politicians, planners and residents as a magical solution that offers social and economic integration to historically marginalized urban areas. This paper analyzes the way in which a cable car project became a fetish for the inhabitants, politicians and planners of Cazucá, a very deprived, abandoned and stigmatized area on the outskirts of Bogotá, Colombia. The highly positive value given to the cable car project must be understood within the specific local context without judging its ‘false promises’ a priori. The promise of the cable car in Cazucá reveals at least two crucial political reasons for the current potency of such projects: a complex history of political failures and the political value cable cars have acquired nationally and internationally. We analyze how, for both residents and politicians, the mere possibility of a cable car awakened long neglected desires for visibility and created new ones, such as those related to tourism. They see the cable car as an ‘engine for social change’, a way to ensure the commitment of national and international funds, and a venue to brand the city on a global scale.     

Extending the scope of environmental management: The case of company-assisted travel in Britain

European initiatives such as eco‒labelling and eco‒management and audit have encouraged a focus in company environmental policies on the environmental impacts directly associated with the production, distribution, use and disposal of products. Indirect effects, such as business‒related travel, have been given much less attention. The environmental consequences of company policies to include company cars, and other forms of assistance for car travel, in the remuneration packages of British managers are assessed. The need to target the travel miles generated by business activity is highlighted, and sources of resistance to policies to cut back on company cars are identified. Success in bringing company‒assisted travel within the orbit of company environmental policy, it is suggested, would not only bring immediate environmental benefits, but could also be significant in challenging aspects of organizational culture which hold back the development of sustainable business. © 1997 by John Wiley & Sons, Ltd and ERP Environment.     

HOUSEHOLDS’ BEHAVIOUR AND ENVIRONMENTAL EMISSIONS IN A REGIONAL ECONOMY

Households have significant demand-side potential to drive reductions in atmospheric emissions, including both direct and indirect emissions. Our analysis focuses on the behaviour of a regional economy (Aragon, Spain) and its impact on greenhouse gases (GHG) and sulphur dioxide (SO₂). Using a CGE model, we simulate scenarios and evaluate the environmental impact of adopting changes considered in the Aragonese Climate Change and Clean Energy Strategy. Specifically, we analyse the impact of electricity savings and the promotion of public transport (bus or train) versus private car use. The results indicate that 1 MWh of saving in electricity consumption by households could reduce emissions of GHG by 0.112 kt of equivalent CO₂ and 8.209 kg of SO₂ with a shift in demand preferences and 0.022 kt of equivalent CO₂ and 7.612 kg of SO₂ with an efficiency improvement. Moreover, household changes in demand preferences regarding private/public transport, also contribute to reduce emissions.