“The policy once again determines that the development direction of the country’s new energy vehicles is parallel to the pure electric, plug-in hybrid and fuel cell lines. The adjustment is the subsidy, but the speed of subsidy deceleration is slowing down.” A new energy vehicle for a car company Business executives told the 21st Century Business Herald reporter. The state has been implementing consumer subsidies for new energy vehicles for four years. However, sales volume was not optimistic during the past year, and local promotion rates were very low. The industry is filled with various voices and it is always a hot topic to discuss whether the phased goals can be reached or whether the development path of new energy vehicles should be adjusted.

The new subsidy draft confirmed that the financial support for new energy vehicles will continue for another five years, boosting the market's confidence in new energy vehicles and optimistic about the development of new energy vehicles in the coming years. Dong Yang, secretary general of the China Association of Automobile Manufacturers, said in the New Year’s expectations for new energy vehicles that the goal of accumulating 500,000 vehicles in the original year is scheduled to be completed in 2016.

"Subsidy is not a panacea, we must consider the subsidy method, what kind of subsidy method can be used to instigate the car companies to really engage in technological innovation, rather than engage in forms to defraud, is the next step need to be considered." Some new energy vehicles R & D People find that some car companies often do not have real technology, but they can also get subsidies by engaging in forms.

55,000 yuan in 2016 is the new benchmark

In order to promote new energy vehicles, the Chinese government began to implement new energy vehicle consumption subsidies in 2010, and the target of subsidies is all consumers. When a new energy vehicle company sells new energy automotive products, it settles with consumers at the price after deducting the subsidies. The central government allocates the company’s advance funds to the production enterprises in accordance with procedures.

The first round of subsidies covers energy-saving passenger vehicles of 1.6L or less, qualified electric vehicles and plug-in hybrid vehicles. Plug-in hybrids and pure electric vehicles are subsidized in accordance with the battery capacity, and the subsidy standard is 3,000 yuan/kW. Time.

After the end of the first round of subsidies in 2012, the state introduced the second round of new energy subsidy policy from 2013 to 2015, withdrew subsidies for energy-saving passenger vehicles below 1.6L and increased subsidies for fuel cell vehicles.

“The major change in this round of subsidy is that fuel cell vehicles have been subsidized, and the quota is as high as 200,000 yuan per bicycle, which is far more than other categories. The decision-makers found that Japanese car companies are making greater efforts to engage in fuel cell vehicles, and there has been a technical gap between them. , may want to increase subsidies to accelerate development." The car maker said.

The subsidy standard is also reset. The cruising range is taken as the criterion: the passenger car uses the pure electric mileage (R) as the standard, and the plug-in hybrid passenger car (including extension) has R ≥ 50 per vehicle subsidy of 35,000 yuan. Pure electric passenger car 80 ≤ R <150 per vehicle 35,000, 150 ≤ R <250 per car 50,000, R ≥ 250 per car 60,000 yuan.

In the draft of the third round of subsidy for new energy vehicles, there has been no change in the subsidy products and standard criteria. "The country's basic development path is already relatively mature." However, compared with the second round of subsidies, the mechanism for subsidy slope change has changed.

According to the 2013 version, the policy stipulates that in 2014 and 2015, the subsidy standards for pure electric passenger cars, plug-in hybrid (including incremental) passenger vehicles, pure electric vehicles, and fuel cell vehicles will decline on the basis of 2013 standards. 10% and 20%.

However, in the subsequent actual implementation process, the adjustment was made as follows: In 2014, it decreased by 5% on the basis of the 2013 standard, and in 2015, it decreased by 10% on the basis of the 2013 standard, starting from January 1, 2014. "It can be calculated that the maximum annual subsidy for pure electric passenger cars will be reduced to 3,000 yuan."

On December 26 last year, the draft mechanism for the new draft was announced: fuel cells are still not degraded. The subsidy standards for other models in 2017 will fall by 10% on the basis of 2016, and the subsidy standard for 2019 will be further reduced by 10% on the basis of 2017.

After two years of declining, the actual amount of subsidies in 2015 has changed. Such as pure electric passenger car subsidies the highest position 54.15 million yuan. However, the new round of subsidies is based on the RMB 55,000 in 2016 as the benchmark for the withdrawal.

“The absolute value of the subsidy is declining, so the overall pace is slowing down. For example, in the past, it was based on the annual withdrawal interval. However, in the new draft, there is a rhythm that spans 10% for two years. The highest is pure electric passenger cars. Subsidies, for example, will be retreated to RMB 49,500 in 2017 and will be extended in 2018, said the insider of the car company.

Existing subsidies hinder the construction of facilities

In 2014, China’s new energy vehicles ushered in the fastest time of development. According to data from the China Association of Automobile Manufacturers, China's new energy vehicle sales reached 53,000 vehicles in the first 11 months. Among them, pure electric vehicles sold 29,000 vehicles, a year-on-year increase of 7 times, and plug-in hybrid vehicles sold 24,000 vehicles.

From 2011 to now, China’s total sales of new energy vehicles have reached nearly 100,000 units, but it is expected to reach 500,000 units by 2015 and 5 million by 2020.

Dong Yang, secretary-general of China Automobile Association, is optimistic about the mid-term goal, and can judge that the goal of 500,000 vehicles can be completed one year later than originally scheduled: In 2014, the production and sales of new energy vehicles will reach 60,000 units. In 2015, the production and sales will be 100,000 to 150,000 vehicles. In 2016, it doubled again to 300,000 vehicles, and the cumulative completion of 500,000 vehicles is achievable.

But new energy car companies are pessimistic. “The biggest problem at the moment is charging, and countries, companies and infrastructure developers are not fully integrated in the development of charging facilities. Each country has its own job. As long as the country’s sales data, companies and construction companies have their own difficulties.”

After the State Grid released the right to build charging stations, and after all levels of government subsidized the construction of charging stations, the construction of public charging stations has not been so hotly conceived before. The number is still the biggest problem. "A lot of companies are watching and the power company has no previous construction tasks."

Many new energy vehicles can achieve slow home charging, but are also subject to the external environment. According to the above-mentioned sources, to build a slow residential area, the number of government departments involved is as large as seven or eight, and it is difficult to coordinate residential properties. Some car charging requirements, the community grid is not necessarily able to meet. For example, some pure electric vehicles require 32 amps of charging current, but at present, there is basically no wire matching in a residential area.

Subsidies have also created inertia for some car companies. According to informed sources, a car company only needs 100 new energy vehicles before the end of the year, and it can obtain R&D subsidies of RMB 100 million from related departments, with an average of RMB 1 million per vehicle.

"As far as I know, many of their technologies are purchased from the outside, and they do not have the ability to master the core technology. This situation is not uncommon among domestic auto makers, which may eventually lead to a setback in the country's new energy vehicle strategy."

From the perspective of technological innovation, the flaw of this subsidy idea lies in the fact that all subsidy funds have flowed into automobile enterprises, but the batteries, motors and other enterprises in their supporting industrial chains have not received support. Therefore, good steel is not used.

“The country can consider subsidizing funds to enter into supporting enterprises in the future. Breakthroughs have been made in technologies such as batteries and motors, and breakthroughs have been made in new energy vehicles. At the consumer end, the implementation of the new energy credit management policy in California is a good way,” the source said.