，第三季度新增4,106个。不过与去年同期相比，新增数量下降了12%。欧盟方面，仅4月份就统计到212,439个公共直流充电点，随后四个月内又新增了近1.8万个。
The US passed 80,000 public fast-charging ports for the first time, adding 4,106 in the third quarter, a 12% drop on a year earlier. The EU counted 212,439 public DC points in April and added nearly 18,000 of them in four months. America has passed 80,000 public fast-charging ports for the first time, after adding 4,106 in the third quarter.
本季度的增长势头有所放缓。据InsideEVs援引数据平台Paren的统计，受美国政府取消电动汽车扶持政策的影响，与去年同期相比，新增快速充电桩数量下降了12%，新增充电站数量则下降了20%。
The EU counted 212,439 public DC points in April alone. The quarter was a slowdown. Ports fell 12% and stations 20% against a year earlier, on figures from the data platform Paren reported by InsideEVs, after Washington withdrew its EV support.
特斯拉仍是该领域的领军企业，尽管其新增充电桩数量有所减少。第三季度特斯拉新增1,287个充电桩，较去年同期少了533个；此外还通过向第三方出售超级充电站新增了124个充电桩。
Tesla accounted for most of the drop. It added 1,287 ports, 533 fewer than a year earlier, plus 124 through Superchargers sold to third parties, and still led the quarter.
新建充电设施的分布较为集中：加利福尼亚州新增87个充电站，德克萨斯州新增66个，北卡罗来纳州与乔治亚州各新增26个。五个州的新增充电站数量占全美总量的42%，农村地区则占10%。
The build is concentrated. California opened 87 stations, Texas 66, and North Carolina and Georgia 26 each, with five states taking 42% of new openings and rural areas 10% of new ports.
Ionna以新增378个充电桩位居第二，这一数字几乎是去年同期的三倍；沃尔玛以新增344个充电桩位列第三。Ionna运营着美国规模最大的400千瓦级充电网络，其背后有包括宝马、梅赛德斯-奔驰以及斯特兰蒂斯在内的八家汽车制造商提供支持。
Ionna came second with 378 new ports, nearly triple its year-earlier rollout, and Walmart third on 344. Ionna runs the largest US network of 400kW chargers and is funded by eight carmakers, BMW, Mercedes-Benz and Stellantis among them.
功率水平才是真正的关键因素。目前，73%的新建充电桩输出功率至少为250千瓦，这一比例较去年同期的60%有所提升；400千瓦也已成为新建充电站的首选功率标准。
The real shift is power. Some 73% of new ports deliver at least 250kW, up from 60% a year earlier, and 400kW is now the most common choice for new sites.
中国在这方面则走得更远：比亚迪的“闪充”技术可实现单桩最高1,500千瓦的输出功率，其充电网络在8月份时站点数量已突破1万个。
China is further out still. BYD’s Flash Charging connectors deliver up to 1,500kW each, and its network passed 10,000 stations in August.
欧洲则通过立法来规范充电设施的功率标准。根据《跨欧洲充电基础设施法规》的要求，自2025年底起，欧洲主干公路网沿线每隔60公里就必须设置一个充电站，该站需配备至少一台400千瓦级充电桩以及一台150千瓦级充电桩；到2027年底，这一标准还将进一步提升为600千瓦级充电桩两台。
Europe mandates power by law. Since the end of 2025, AFIR has required a charging pool every 60km on the core trans-European network with at least 400kW and one 150kW point, rising to 600kW and two by the end of 2027.
一家芬兰制造商指出，功率水平其实并非最关键的因素。Kempower公司指出，100千瓦级充电站的利用率仅为3%，而400千瓦级充电站的利用率则略高于5%；此外，将充电桩数量从两个增加到八个后，利用率可从2%提升至近10%。
A Finnish manufacturer says that is the variable that matters least. Kempower put utilisation at 3% on 100kW sites against just over 5% at 400kW, while going from two plugs to eight lifted it from 2% to nearly 10%.
该数据为其自有，且其销售分布式功率充电桩，因此该发现符合其架构。
The data is its own and it sells distributed-power chargers, so the finding suits its architecture.
补贴无论如何都随功率而定。加利福尼亚州将为功率超过275千瓦的每个充电口支付高达10万美元补贴，而功率在150千瓦至275千瓦之间的每个充电口补贴为5.5万美元。
The subsidies follow power regardless. California will pay up to $100,000 a port above 275kW, against $55,000 for 150kW to 275kW.
欧洲的差距在于地理分布，而非千瓦数。荷兰、德国、法国、英国和比利时拥有欧洲大陆约66%的公共充电点，德国的直流充电桩数量约为荷兰的7.5倍。
Europe’s gap is geography, not kilowatts. The Netherlands, Germany, France, the UK and Belgium hold about 66% of the continent’s public points, and Germany has roughly 7.5 times the Dutch DC count.
需求领先于双方。美国7月份记录了1760万次公共快充会话，创历史新高。
Demand is ahead of both. America logged a record 17.6 million public fast-charging sessions in July.