·2016-2020 new energy vehicle subsidy adjustment is imperative

Recently, I saw online reports on the adjustment of subsidies for new energy vehicles in 2016-2020, and I think this adjustment proposal is very good. I feel that the "Notice on the Financial Support Policy for the Promotion and Application of New Energy Vehicles from 2016 to 2020" should be adjusted. After all, the government has established a confidence in the development of the new energy industry with a high degree of trust and strong subsidies, but the complicated reality has failed to live up to the trust.
The Notice on the Financial Support Policy for the Promotion and Application of New Energy Vehicles from 2016 to 2020 was released in April of 15 years. The overall plan is very good, but the subsidies for individual subsidized vehicle points are not accurate, which is normal. .
At the beginning of the year, the new energy vehicle market was not effectively launched at the beginning of the year. Therefore, the actual experience is insufficient and the problem has not been exposed. Although the subsidy policy for passenger cars is relatively reasonable, the bus subsidy is seriously high, which leads to serious problems of fraud. This is also a policy need. Patch point. When the policy was introduced at the time, I felt that the problem of high structural subsidies was more serious. Although the individual subsidy items in the draft for comments were slightly narrowed, the problem of excessive subsidies for buses was still prominent. At the end of the 15th year, the wave of explosive subsidies in the new energy vehicle market was magnificent, reflecting the lack of subsidies for individual models in the policy. Fortunately, early exposure of the problem will have the opportunity to adjust the subsidy policy for new energy vehicles in the 13th Five-Year Plan. The root of fraud is that the subsidy exceeds the critical point of reasonable cost, and it is necessary to reduce subsidies to curb fraud and return to the normal track of the development of new energy vehicles.
First, the new version of the subsidy adjustment direction is very correct Recently, the media reported that the department submitted a proposal for the adjustment of new energy subsidies to the competent authorities. I saw that the policy adjustment proposal is very good after the network version, and it should be a profound study of the status quo, and It’s a brainstorming method. I personally agree with such policy adjustments, and I think that early adjustments will take the initiative.
1. New energy passenger car subsidies It is suggested that the current subsidy standards for new energy passenger cars are already low. At present, the pure electric passenger car is subsidized by 1,700 yuan per kilowatt hour, and the plug-in hybrid power is subsidized by 2,370 yuan per kilowatt hour. The passenger car requires a higher technical content than the special car and passenger car. In addition, the current subsidy policy lacks the restriction on the sales price ceiling of the model, which is not conducive to guiding enterprises to cut prices, and the energy consumption indicators need to be improved.
In response to the above problems, the proposed new energy passenger car adjustment plan is: 1) increase the vehicle price ceiling of 350,000 yuan; 2) increase the energy consumption index requirement, the electricity consumption per ton of 100 kilometers does not exceed 13kWh; 3) increase the plug-in type The passenger vehicle hybrid state energy consumption index requires that the B-state fuel consumption is no more than 80% compared with the corresponding limit of the current national standard for conventional fuel consumption; 4) the subsidy quota is not recommended.
Personal opinion: I fully agree with this adjustment proposal. I think that new energy vehicles are also products for pragmatic consumer groups. The models with high prices are not the main direction, especially the price of imported new energy vehicles. Enjoy a variety of policies to take care of more, this time is also conducive to support the development of independent main products. At present, individual cities regard the new energy local policy as a tool to enhance the image of the city, and give valuable import restriction indicators for importing new energy vehicles. This is equivalent to giving valuable policy opportunities to foreigners, which is not conducive to the development of independent new energy countries. strategy. The purpose of our development of new energy vehicles is the transformation of the automotive industry. The purchase restriction policy is not for the import or joint venture high-priced new energy vehicles to occupy China's core city services. When our own new energy vehicles become the mainstream trend of consumption, this will have a better market effect for independent brand promotion and industrial development. If high-end new energy vehicles are taken away by foreign brands, their demonstration effect is a huge disaster for the future development of independent brands.
The increase of the electric power consumption index of 100 kilometers per square has prevented the one-sided pursuit of miniaturization, embodies the advantages of large vehicles with a little power consumption, and makes the development of the main models more smoothly. Although we routinely think that the smaller the car, the more energy-efficient, especially the micro-electric vehicle uses only 10 kWh for about 100 kilometers. However, considering the comprehensive factors, the result of adding the unit weight of the weight is completely different. Weight loss is difficult, weight gain is easier, and micro electric vehicles still have better development potential.
2. New energy bus It is suggested that the current subsidy standard for new energy buses is calculated based on battery capacity, and the bus power subsidy exceeds 2,600 yuan, and the subsidy amount is obviously high. In particular, the subsidy for passenger cars of 6-8 meters and 8-10 meters exceeds 3,300 yuan and 3,500 yuan respectively. The state subsidy itself has exceeded the cost of the battery, and after the local subsidy, the subsidy situation is more serious. In addition, the energy consumption level of plug-in hybrid buses needs to be improved.
In response to the above problems, the proposed new energy bus subsidy adjustment plan is: 1) Set the subsidy ceiling. For pure electric bus, according to 1800 yuan / kWh, set the subsidy upper limit = 1800 yuan / kWh * load power. The plug-in bus sets the upper limit according to 4000 yuan/kWh. Fast charge class pure electric bus does not set the battery limit. According to the above recommendations, the subsidies for pure electric buses decreased by an average of 31.8%, of which 6-8 meters and 8-10 meters were 45.6% and 49.5%, and the plug-in type was 40%. 2) Improve energy consumption level requirements. The B-state fuel consumption of plug-in hybrid commercial vehicles (including trucks and buses) (fuel consumption without electrical energy conversion) is not higher than 65% compared with the corresponding limit in the current national standard for conventional fuel consumption.
Personal opinion: I fully agree with this adjustment proposal. The actual state of the bus subsidy I measured is higher than this version of the proposed draft, but the conclusion is also the same, that is, after the subsidy is much higher than the actual cost, the car is not a tool to use, but a tool to remedy, so The problem is more prominent in light passengers. Passenger cars basically have no such phenomenon, especially for private consumers. Private consumers generally do not participate in the dealer's deception, so the passenger car is in a better state.
3, new energy trucks and special vehicles pure electric, plug-in hybrid (including extended program) and other special vehicles, trucks, the current subsidy standard is: according to the battery capacity per kWh subsidy 1,800 yuan, and will be based on product category, performance Indicators, etc. further refine the subsidy standards.
Suggested improvement plans include: 1) setting the subsidy ceiling, subsidizing 1,800 yuan per kWh of battery capacity to provide driving power, and the upper limit of subsidy is 130,000 yuan. 2) Refine technical indicators Personal opinion: I fully agree with this adjustment proposal. Many of the special vehicles are government-driven vehicles in the public sector. The cost and price sensitivity is low. Setting the subsidy ceiling is conducive to controlling the state subsidies and realizing the effective use of funds. At the same time, local governments have the ability to subsidize vehicles in the public sector. In the logistics field, the use of vehicles is complicated, and the subsidies are not necessary. It is easy to take advantage of the loopholes.
Second, the new energy vehicle subsidy should achieve three adjustments.
1. From pure subsidies - to vehicle subsidies and battery rewards, new energy vehicles need to break the power battery, but the development in recent years reflects that the development of the battery industry has not been able to achieve product breakthroughs through the power of policy subsidies. It is dangerous to blindly pursue the expansion of quantity.
On February 24, the State Council determined that the central government will adopt the "substitute award" method to support the power battery industry, and reward enterprises according to indicators such as power battery performance and sales volume. This is an important issue in the battery industry, and an important measure to encourage the development of superior battery companies. It is also an important way for policy to correct market behavior. I believe that we should conscientiously implement the spirit of the State Council meeting and realize the promotion of the battery industry with awards. The specific approach is to reduce the battery subsidies for bicycles, especially the battery subsidies for passenger cars, supplemented by clear incentives.
The new energy battery is a comprehensive industrial system. The technical complexity of battery technology breakthrough has its own rules. It needs battery companies to pay more attention to technology improvement. If the future is realized by the award, the battery subsidy will be invested more in the technological improvement of product upgrading. By setting a comprehensive battery capacity density, charge and discharge times, cost reduction speed and other cost-effective indicators system to assess and reward. In this way, the current situation of improving the subsidy for low-subsidized bus batteries for passenger cars will achieve a better balance between the development of the new energy vehicles and financial support for the 13th Five-Year Plan, and will be conducive to the sustainable development of the new energy vehicle industry.
2. The subsidized battery is the core to subsidize the whole vehicle innovation. The lithium battery industry is a huge industrial system. The vehicle power battery is only a part of the demand for lithium batteries. The new energy vehicle subsidy should be divided into battery and vehicle subsidies. Existing subsidy standards require more consideration for innovation in vehicle products. The design of our current vehicle products has not been fully converted into a real electric design. Many models are repaired and repaired on the basis of gasoline vehicles. The engine and mailbox of the original gasoline vehicle are replaced with motors, electronic controls and The replacement relationship of the battery, such a design does not necessarily meet the best design principles of the electric vehicle. With the increase in the scale of new energy vehicles, the real professional chassis design, the corresponding new battery layout, etc. need to be upgraded. Vehicle companies need to upgrade their electric vehicles. Don't be surprised to see which electric car is an electric version.
3. The subsidized passenger car as the core to promote the popularization of passenger cars and private cars. The world's oil and natural gas reserves have been continuously proven. The proven reserves of oil from 152.5 billion tons in 1994 to 186.3 billion tons in 2004, and the end of 2014 It has reached 239.8 billion tons, and its proven reserves have increased by more than 50% in the past 20 years. This has created tremendous price cuts on world energy prices. The rapid decline in oil and natural gas prices in recent years is inevitable. This is also the return of the recent collapse of international high oil prices after China’s demand for oil and natural gas has gradually stabilized. At present, such a world-rich energy structure is conducive to the development of natural gas buses and the promotion of new energy for passenger cars. This is also a good opportunity for us to focus on the breakthrough of passenger car technology, because our new energy passenger car has a huge market space from 50,000 sets per year to tens of millions of units per year, and the bus does not, this is huge. Opportunities, our new energy strategy should focus more on supporting breakthroughs in domestic passenger vehicles.
Beijing's new energy vehicle development model is actually worth pondering. Beijing's new energy bus has poorly completed indicators and has been criticized by the Central Supervision Department. But I think that the slow promotion of Beijing's new energy bus is actually the result of rational thinking. The bus is very good, and Beijing's bus energy diversification ideas are worth learning. The strong push of Beijing to encourage pure electricity and the negativeness of bus passengers are the result of deep thinking, which I think is reasonable.
Especially with the trend of intelligence and aging, the demand for electric vehicles will be stimulated in many directions, and the electrification trend of passenger cars is still long-term. Our new energy subsidy policy should pay more attention to the promotion of private car passenger cars.

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