Original title: New energy vehicles in high voltage strides forward
Text | Yang Zi, an intern reporter of this newspaper
Recently, affected by the new crown pneumonia epidemic in Shanghai, Changchun and other places, many car companies have been forced to reduce production and stop production. At the same time, problems such as chip shortages continue, resulting in a general price increase in new energy passenger cars this year. This year is the last year of the implementation of the subsidy policy for the purchase of new energy vehicles, so in the post-subsidy era, what kind of policies can support the stable development of the new energy vehicle market?
Different models require different policy combinations
"The rapid growth of new energy passenger car sales supports the growth of total vehicle sales in 2021." Gong Huiming, senior project director of the transportation project team of the Energy Foundation, said a few days ago. In his view, at present, the mainland bus has achieved full electrification, bus sales have entered the platform period, truck sales continue to grow, but the proportion of truck electrification is low, of which mild electric trucks account for only 2%, medium and heavy electric trucks account for only 1%, "truck electrification has become the key to the full electrification of vehicles." ”
Looking at the development process of new energy vehicles in the mainland, strong industrial policies have accompanied it all the way. Liu Bin, chief expert of China Automotive Technology and Research Center, and his team have analyzed and studied the effect of new energy vehicle incentive policies from 2018 to 2019, and they combined the analysis of policy flexibility coefficients and index weight coefficients to measure the relative contribution of policy tools to industrial development, and finally concluded: From the perspective of central policy, the industrial policy of new energy vehicles is generally effective, of which the comprehensive effect of purchase subsidies on promoting industrial development is the most obvious, and the contribution is 54.83%. The contribution of the second tax preferential policy is 15.38%.
Liu Bin said: "Purchase subsidies and tax incentives are important policies to promote technological progress, and the sum of contributions is more than 60%. In terms of marketing effectiveness, the contribution of transport support policies (16.01%) is second only to the purchase subsidy (51.87%). But at the same time, the policy system still has certain flaws, such as excessive dependence on subsidies. ”
Liu Bin suggested that different policy combinations should be adopted for private passenger cars, city buses, long-distance buses, urban logistics and freight logistics, so that the comprehensive cost of new energy vehicles and fuel vehicles is basically equal, and consumers are promoted to choose new energy vehicles, "such as in the research and development link, the central and local governments can build innovation platforms and provide research and development fund support; in the production link, consumption tax, commercial vehicle points, corporate income tax, industrial funds and other related policies can be implemented." ”
Full electrification still requires precise measures
Gong Minghui pointed out that the policy support required by different models and different application scenarios varies greatly, "At present, the stage of automobile electrification still needs refinement, precision and differentiation. ”
Among them, the electrification of trucks is still in the stage of "helping the horse", and economic incentives and non-economic management measures are very important. Diesel trucks have a large amount of pollutants and carbon emissions, and light, medium and heavy goods vehicles are sold less and have a low degree of electrification. "Subsidies and tax relief policies should focus on the current technology, market supply and consumer demand, and precise policies should be taken for central trucks with major adjustments." Gong Minghui said. At the same time, the electrification of passenger cars has entered the "give away" stage.
For the policy direction of the post-subsidy era, Liu Bin suggested that the incentive role of double integrals should be strengthened, and the role of the long-term incentive mechanism of the market should be fully utilized; the purchase subsidies or preferences for medium and heavy trucks, especially heavy trucks, should be given to make up for the difference; the transportation support policy for the use of links should be formulated in an all-round way; the conditions should be encouraged to explore the formulation of zero-emission zone or low-emission zone policies; and the construction of charging facilities should be comprehensively promoted, including policy inclination in land security, rewards, and technological innovation.
"Beijing has set a target of 2 million new energy vehicles in the city by 2025, which is very challenging." Ren Huanhuan, director of the data business department of China Automobile Data Co., Ltd., said for example, "For places with better promotion of such new energy vehicles and higher target requirements, the key is the replacement of existing vehicles, which requires great policy adjustment and policy innovation, such as setting up zero emission zones." ”
Subsidies should shift to infrastructure such as charging terminals
With the increase in sales of new energy vehicles, the public demand for improving charging infrastructure and improving charging technology is also increasing. The data shows that in the first quarter of this year, the national charging infrastructure increased by 492,000 units, the increase in public charging infrastructure increased by 96.5% year-on-year, and the sales of new energy vehicles increased by 1.4 times year-on-year.
"The current charging infrastructure can meet the basic energy replenishment needs of users." Li Lili, a special researcher at the Sichuan Energy Internet Research Institute of Tsinghua University, believes that in the future, subsidies for new energy vehicles should be shifted from the car end to the charging end and other infrastructure. "Charging facilities are built more, which is conducive to reducing vehicle costs."
At the same time, Li Lili believes that in terms of charging infrastructure subsidies, it is necessary to strengthen public security, strengthen subsidies for areas with shortcomings in infrastructure, or consider introducing social capital and market-oriented competition mechanisms through government purchase of services, improve the utilization rate of funds, strengthen green security, strengthen support for the application of interactive technology in vehicle networks, and promote the upgrading of charging technology.
"Infrastructure construction can not always be emergency, we must start from the underlying logic to plan infrastructure, not only to seek quantity, but also to consider the real demand and distribution of rationality, first-tier cities must break the situation first." Gong Huiming believes that at the same time, it is necessary to enhance the competitiveness of new energy vehicles through technological innovation and large-scale development, "whether it is to enhance acceleration, reduce noise or improve the level of intelligence, new energy vehicle products are better than traditional fuel vehicles, which is the fundamental guarantee for the full electrification of automobiles." ”
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Produced by | China Energy News (ID:cnenergy)
Trainee Editor | Li Zemin
Edit | Li Huiying