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The continued smog over many days once again made new energy vehicles the focus of attention. At the close of the two sessions of the National Committee, a number of members of the National Committee of the Chinese People's Political Consultative Conference (CPPCC) and experts from the automotive industry gathered in the hall of the National Committee of the Chinese People's Political Consultative Conference to express their views on the development of new energy vehicles.
Instead of calling for the government to give preferential policies, increase subsidies, and invest in the past, the CPPCC members emphasized the power of the market, played the role of market integration resources and automatic adjustment, and used market mechanisms to crack down on the difficulties encountered by new energy vehicles.
<br> <br> image projects on the recently concluded local two sessions, a total of 21 provinces indicate 2014 will focus on the development of new energy industry, there are 12 provinces that it would vigorously develop new energy vehicles. At present, 25 cities across the country are carrying out demonstration operations of new energy vehicles.
"The development of new energy vehicles, in addition to controlling haze, in fact, also relates to China's energy security. To ensure energy security, a very important way is to use electric vehicles instead of fuel vehicles." Director of the Democratic Central Economic Committee, Tsinghua University Professor Cai Jiming said.
He said that up till now, there are 54 companies in China that have advertised 190 vehicles, 100 large-scale charging stations have been built in 75 cities, and 25 cities have become “1,000 pilot cities for demonstrating and operating 10 electric vehicles in electric vehiclesâ€. Obtained state subsidies for electric vehicle sales. All supportive policies are in place.
However, Cai Jiming said that the current state of development of new energy vehicles is not optimistic. According to the goal set forth in the "Rejuvenation Plan for the Automotive Industry" issued in 2009, by the year 2011, the output of electric vehicles should reach 500,000 vehicles, but in 2010, there were only 7181 vehicles, and in 2011 it would not reach 10,000 vehicles.
In 2013, the sales volume of new energy vehicles in China was less than 20,000 vehicles, which was a big gap from the target of achieving a total of 500,000 vehicles for new energy vehicles in 2015.
Surveys by experts such as Cai Jiming also showed that Linyi, Shandong, originally planned to increase the number of pure electric buses from 80 to 200, but plans have failed due to various reasons. In the running vehicles, the government loses more than 20 million yuan each year, and a large number of batteries are damaged; Shenzhen's 50 electric taxis have a loss of 7 million yuan a year; Hangzhou Electric Vehicles also suffered from spontaneous combustion accidents.
"All these are the government to pay the bills and they are doing image projects," said Cai Jiming.
Regarding the above arguments, CPPCC National Committee member and Deputy General Manager of China Automotive Industry Engineering Corporation Liu Chongxi agree: “A lot of people say that in 2014 China's new energy vehicles ushered in the first year of market promotion and application, new energy vehicles are just around the corner. But a little understanding People in China's new energy vehicle technology and those who participated in market promotion are all very clear: The promotion of new energy vehicles is not as smooth as it should have been, and it may even be impossible to complete the promotion plan at all."
Liu Chongxi uses the “Ten Cities One Thousand Vehicles†project as an example. From 2009 to 2013, the four ministries and commissions of the Ministry of Science and Technology, the Ministry of Finance, the National Development and Reform Commission, and the Ministry of Industry and Information Technology organized the “1,000 City Energy Conservation and New Energy Vehicle Demonstration and Extension and Application Projects in Ten Cities†to provide financial subsidies. It is planned to develop 10 cities each year in about 3 years. Each city will launch 1,000 new energy vehicles to carry out demonstration operations, and strive to make the country's new energy vehicles operating scale to account for 10% of the automotive market share by 2012.
“But the demonstration operation results are very unsatisfactory.†Liu Chongxi said that the main reasons for the unfinished project are that the technology is not supported, the network is not supported, local protection, industry monopolies, and the common people do not pay a bill.
Promote "It's harder than it is to go
Speaking of charging network support and industry monopoly, Zheng Wu, marketing director of private small and micro enterprise Zhuzhou Danone Technology Co., Ltd. (hereinafter referred to as “Zhuzhou Danoneâ€), said that the construction and operation of large-scale, commercialized charging stations requires not only a large number of Investment, it is also necessary to pay attention to the impact and impact of charging stations on the power grid, such as harmonic issues, etc., and also need an effective operating model.
The development of charging infrastructure is the basis for large-scale application of electric passenger cars and buses. Zheng Wu said that Zhuzhou Danone's modular smart charging and discharging station can meet the needs of different electric passenger cars and buses, and the investment scale is only half that of standard charging stations. "We have found government departments. They are very interested in it, but it is very difficult to do it."
Zheng Wu said that in 2012, Zhuzhou City will build a bus charging station and prepare for external bidding. For this reason, the power grid company had specifically visited the company, but the tender notice required the registered capital of the bidding company to be no less than 150 million yuan, and the registered capital of Zhuzhou Danone was only 10 million yuan. In the end, this target was taken away by the affiliate of the bidding company.
Liu Chongxi also stated that the local governments in the demonstration cities regard the subsidy policies for demonstration vehicles for new energy vehicles given by the state as preferential policies that encourage the development of local enterprises, limit the entry of new energy vehicles in the local market into the local market, or as a condition for investment promotion. Must invest."
“Because of the monopoly of the industry, the promotion of new energy vehicles in the taxi industry is harder than ever.†Liu Chongxi said that in the first half of last year, he had accompanied the bosses of a new energy automobile company in China to Beijing’s relevant departments to discuss the demonstration and operation of electric vehicles. The conclusion is: Beijing strictly controls the increment of taxis and it is impossible to add new energy taxi companies in the main city; Beijing New Energy Taxi only allows demonstration operation in the remote areas in the surrounding districts and counties; it only supports new energy produced locally. car.
According to Lin Yi, chairman of BAIC New Energy Automobile Co., Ltd., BAIC plans to have an annual production capacity of 200,000 new energy vehicles by 2015. “But we feel that the construction site for charging facilities, especially in big cities like Beijing, may be a bottleneck restricting the development of new energy vehicles and may even be more difficult than the automotive technology itself.â€
Lin Yi explained that Beijing’s land has been developed at the national level and has been developed at the second level. The land price per square meter is as high as tens of thousands of yuan. If you want to build a charging facility, it is difficult to do business operations and the cost is too high.
As for the idea of ​​building a charging pile or installing a simple plug, Lin Yi believes that the feasibility is relatively small. “Because there must be a fixed parking space,†he said, Beijing has more than 5 million vehicles, including only 2 million parking spaces along the roadside. The actual number of fixed parking spaces is less than 1 million. Parking spaces are not only in Beijing, but also scarce resources in other major cities across the country.
High-speed rail revelation "self-revolution" <br> <br> the CPPCC National Committee members, chief researcher at China Academy of Railway Sciences Huang Qiang, it seems, is difficult to promote new energy vehicles, there is a bigger reason behind is that the existing traditional car production Manufacturers are not motivated.
“It is impossible for the original auto companies to develop new energy vehicles. Why? Because the entire upgrade is a reform of its own lives.†Huang Qiang said that this situation has also encountered during the development of high-speed rail. “Twenty years ago, the high-speed rail project was established. Where is the resistance? There is a big problem that is upgrading and upgrading from a traditional vehicle to a high-speed vehicle. The factory can no longer do the original method, not only the original process. The equipment could not be used, the process route could not be used, and the original technicians could not get started."
Huang Qiang said that at the time, like the current automobile manufacturers, the production companies were first to occupy the pits, but they were not to blame. Do not work, or do it slowly, or even engage in some other ideas, exactly the same situation as the new energy car nowadays, such as hybrid vehicles, do not want to get rid of the original thing.
Unlike buyers of high-speed rail locomotives, the vast majority of buyers of new energy vehicles are individuals. "That is, the market is personal, first of all to consider the user's ideas." Huang Qiang believes that, for example, through the market to solve the difficulty of the installation of charging devices, develop standards to solve the problem of replacing the battery.
Huang Qiang said that like the development of high-speed rail, the development of new energy vehicles cannot wait. For example, he said that there is a process from using coal to using liquefied gas: the user buys an empty can, and then exchanges for a full can at the liquefied gas station and pays a certain fee. Later, the use of liquefied gas is becoming pipelined. But big cities have completed this process for more than 30 years.
"If pure electric cars have to wait until the charging network is built before they can be promoted, it will be too late. Priority will be given to the development of pure electric cars that can replace batteries." Huang Qiang suggested that government subsidies should also be implemented on batteries, so that electric cars should be eliminated. After the battery price is only cheaper than the same type of car, the battery supply can be subsidized, but also dare to increase research and development efforts to form a market force mechanism.
Zhong Jun, member of the National Committee of the Chinese People's Political Consultative Conference, also stated that at present, the ratio between the cost of electric vehicle batteries and the cost of bare cars is about 1:1. After adopting a battery-based approach, consumers do not have to buy batteries, but take the form of leasing. The cost of electric vehicles is therefore purchased. Will drop sharply.
At present, new enterprises entering the new energy automotive industry must report to the National Development and Reform Commission for approval in accordance with the requirements of the "Automotive Industry Development Policy." They must obtain traditional vehicle production licenses with a total investment of no less than 2 billion yuan and a high entry threshold.
“According to the development of electric vehicles, some outstanding private enterprises also possess certain leading technologies. However, these access thresholds block out smaller enterprises.†Tian Zhongqun, member of the National Committee of the Chinese People's Political Consultative Conference, believes that the government should set A reasonable entry threshold, and actively guide and encourage companies to conduct independent exploration, can not pour cold water on the company's R & D, but can not kill, limit the exploration and development of new technologies.
Cai Jiming said that one misunderstanding of the electric vehicle technology line is "thinking that the traditional car giant still has to be the leader of electric vehicles."
“We should encourage social forces, professional R&D institutions, and low-speed vehicle manufacturers to innovate core technologies for new energy vehicles. We must not manage the qualifications of traditional energy vehicles to manage the qualifications of new energy vehicles.†Cai Jiming believes that the production of new energy vehicles should be completed. Qualifications are divided into two relatively independent parts: First, technical qualifications; second, capacity qualifications. The combination of the two qualifications can constitute the qualification for the production of new energy vehicles. Technical qualifications can be awarded to non-automotive companies and institutions. Qualification of production capacity belongs only to traditional auto companies, and the two can be combined freely through the market. This will not only encourage innovation, but also effectively limit the number of production enterprises.
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