## 5 Simulation Analysis and Discussion
### Analysis of the Factors Affecting Subsidies and Pricing  
Adjust the private car cost coefficient, sharing comfort cost, operating cost, and impact coefficient of user choice and subsidy and make them change \(\pm\)10%. The results are shown in the figures below. Among them, the curves for the pricing strategies per kilometer \(p_{s}\) and per minute \(p_{t}\) are shown in Figures 5 and 6 respectively. The curves for the subsidy rates for electric vehicles \(S_{c1}\) and infrastructure \(S_{c2}\) are shown in Figures 7 and 8 respectively. \begin{table}
\begin{tabular}{c c c c c c} \hline \hline
**Parameter** & **\(\mathbf{-2\%}\)** & **\(\mathbf{-1\%}\)** & **0\%** & **1\%** & **2\%** \\ \hline The number of sharing travel daily & 2008 & 2008 & 2008 & 2008 & 2008 \\ Operator benefit (million CNY) & 16.2769 & 16.2881 & 16.2992 & 16.3104 & 16.3215 \\ Government benefit (million CNY) & 17.7570 & 17.7459 & 17.7347 & 17.7236 & 17.7124 \\ \hline \hline \end{tabular}
\end{table} 
Table 4: Interests of all participants after adjustment of subsidy rates. Figure 5: Curve of prices per kilometer. Figure 6: Curve of prices per minute. As the cost of private car increases, even if the car-sharing operator raises the price, the cost of sharing travel can be lower than the private car. So the car-sharing operator's profit margin is larger, and the price will definitely increase, as can be seen from the Figures 5 and 6. However, exorbitant pricing will affect the enthusiasm of participating in sharing, especially the time-based charging price, which will aggravate the users' anxiety when parking, especially in traffic jams. Therefore, after the initial growth, with the change in the cost of private cars, the curve of prices per minute has a slight decline in the later period, which can avoid an excessive increase in the total amount of charges when the price per kilometer is increasing. With the cost of sharing comfort increases, the comfort of using decreases. So, the operator needs to reduce charges to improve user satisfaction, and both price curves for sharing comfort cost are declining. The price curves of the operating cost and the influence coefficient of the user's choice are up-concave, and the subsidy rate curves are up-convex. The increase in the influence coefficient makes the operator's fleet size increase, which leads to an increase in daily operating costs. Therefore, the curves corresponding to the two influencing factors have the same trend. The initial development of the operator focuses on expanding the scope of services. By lowering the prices, users in larger areas  
Figure 8: Curve of subsidy rates of infrastructure. Figure 7: Curve of the subsidy rates of electric vehicles. can be further attracted, and the utilization efficiency of facilities can be improved, thereby achieving greater benefits. At this time, the increase in policy support will help ease the economic pressure of the operator, so the subsidy rates have increased. After having a certain scale, the customer base is basically determined in the early stage of publicity and operation, and has little potential for expansion. At this time, it is necessary to improve the quality of service in order to prevent the consumer from leaving, guaranteeing vehicle availability, and making it convenient to park nearby. Increasing the prices can guarantee the revenue of the operator. For the users, the increase in satisfaction can make up for the loss caused by the increase in travel expenses. After the development of the industry enters a stable state, the encouragement brought by subsidies is weakened. The operator needs to seek new business models that do not depend on subsidies, as the subsidy rates are gradually decreasing. For the curve of the impact coefficient of subsidy, the higher the subsidy rates are, the higher the enthusiasm for participation is, and the larger the subsidy impact coefficient is.