Industrialization of New Energy Vehicles Faces Multiple Tests
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Beijing, where air pollution is becoming increasingly normal, is trying to change from new energy vehicles. Recently, Beijing Public Transport Group and Beiqi Group Foton Motor have signed a 3012 Ouhui LNG new energy bus sales contract, which is also the highest record for the largest single-passenger bus purchased in China for the first time.
In fact, the Beijing Municipal Government has repeatedly released to the outside world a strong policy signal to promote the application of new energy and clean energy vehicles. BAIC Group also stated in its external information that relevant products will account for 60% of buses in Beijing in the next four years.
“China has the most strategic urgency for the development of new energy vehicles.†Li Weili, Director of the Manufacturing Division of the Information Resource Development Department of the National Information Center, said at the “2013 Global Energy Conservation and New Energy Vehicle Industry Summit†recently held that in the face of severe air Pollution, local governments are paying more attention to the promotion of new energy vehicles, and the automobile industry must make breakthroughs in energy conservation and environmental protection.
He believes that "after 2015, China's energy-saving and new energy vehicles should usher in a relatively rapid development period. It is estimated that by 2020, the annual sales of new energy vehicles will reach 1 million units, and the number of possessions can exceed 5 million. s level."
However, he also pointed out that the smooth industrialization of China's new energy vehicles also needs to break local protectionism and solve the problems of lagging infrastructure construction.
Hard to break local barriers
According to statistics from the National Information Center, as of the end of 2012, the number of demonstration vehicles for promoting new energy vehicles in 25 cities in China has approached 30,000. From January to April 2013, China sold a total of 8,000 new energy vehicles.
“From the perspective of the development of previous years, the demonstration and promotion of new energy vehicles in our country has achieved initial results. However, from the perspective of specific promotion, there is still a large gap in the target.†Li Weili pointed out that the actual promotion of pure electric vehicles The completion rate is only 10%. Although the situation of hybrid vehicles is better, there are only 16,000 vehicles actually promoted in 25 cities. There are still some gaps from the target of 22,000 vehicles. At the same time, the demonstration and promotion of new energy vehicles is currently in the urban public domain.
Local protectionism is considered to be one of the important factors affecting the market promotion of new energy vehicles. Li Weili said: "Every city wants to use locally produced vehicles for demonstration. Even buses are sent to local bus plants for production."
In an interview, the reporter also found that all model cities are basically adopting the principle of “local priority†when purchasing new energy vehicles. Orders such as Beijing are favored by Beiqi Futian, Shenzhen by BYD, and the first batch of hybrid buses purchased by Changchun and Dalian are from FAW. Jinan’s first single-energy bus is also a bus company from Shandong Province.
Speaking of the promotion in other places, an insider of BYD Automobile couldn't help but spoke to reporters: “Beijing is inconclusive. Not only is our new energy vehicle difficult to enter Beijing, even BYD wants to invest in building a factory in Beijing.â€
As a leader in new energy vehicles in China, BYD has been actively exploring the development and promotion of electric vehicles. At present, it already has e6 pure electric cars, K9 pure electric buses, and F3DM, Qin dual-mode electric vehicles. According to their respective advantages, the promotion of new energy vehicles will be carried out in both public transportation and individual user markets. In the area of ​​public transportation, BYD took the lead in promoting the "Shenzhen model" of bus-electricity. BYD has even entered the international market and successfully achieved the scale and commercialization of electric vehicles in the Netherlands, Singapore, the United States, Denmark, London and other places. Off-site construction of the plant has been to promote new energy vehicles, but even so, BYD is still difficult to successfully enter the Beijing market.
“Every place in the process of demonstration and promotion has paid insufficient attention to the level and quality of the products and only supports local companies and products.†Li Yizhong, deputy director of the Economic Committee of the National Committee of the CPPCC and former Minister of Industry and Information Technology, spoke bluntly at the summit. However, he believes that local protectionism not only restricts superior enterprises from becoming bigger and stronger, but also brings serious drawbacks of low-level repeated construction.
“I had studied with many provinces and municipalities led by the State Council and found that some regions did not fully consider the reality of local technology, industry, and talent base. There was blindness in investment.†Li Yizhong further pointed out that at present, China's new energy automotive industry technology The innovation system is still not perfect. For the research and development of forward-looking technologies and common technologies, there is a lack of coordination and coordination, and it is in a decentralized R&D process. Therefore, repeated low-level R&D phenomena are serious.
He therefore suggested that the research and development and public relations of the industry common technology should be organized. "For example, one of the difficult power batteries is still a bottleneck for electric vehicles entering the market. How to improve the quality of lithium batteries is very important."
Lagging infrastructure construction
Talking about the economics of new energy vehicles, the person in charge of an electric vehicle company in Shenzhen used an electric vehicle as an example to calculate for the reporter: Currently, the average daily mileage of taxis in Shenzhen is about 450 to 500 kilometers, according to the current oil price of 93. Gasoline is calculated at 8.11 yuan/litre, fuel consumption per 100 kilometers is about 81 yuan, electricity consumption per hundred kilometers for electric vehicles is about 26 degrees, and average daily electricity price is calculated at 0.66 yuan/degree, which is 1.035 for 7:00 to 23:00. RMB/kWh is 0.27 yuan from 23:00 to 7:00. About 30% to 40% of the charging time of electric vehicles is in the early hours of the morning. The average cost per kilowatt-hour converted is 0.66 yuan, so the average electricity cost is about 100 kilometers. It's about 17 yuan. This means that the difference between the price of electricity for a taxi in one day is about 300 yuan, the difference between one month's price for electricity and electricity is 9,000 yuan, and the cost for one year is about 11 million yuan. Calculated on a scale of 300 units, it will save 1.6 billion yuan from the use of electricity by saving electricity in five years. If all of the 800 units were used in 2013, the figure would be even more alarming.
It can be seen that the economy of energy-saving and new energy vehicles is self-evident compared to traditional automobiles, but its market promotion is still far behind that of traditional automobiles.
"After all, it's still difficult to charge. In the big Beijing city, there are several charging piles. Is it possible to buy an electric car at home?" A Beijing citizen asked the reporter.
It is understood that, at present, there are two kinds of charging methods commonly used for electric vehicles, one is to build professional charging stations, to achieve rapid charging of high DC power, but the huge investment and difficult to recover costs, it is difficult to carry out commercial promotion; the second is the car charging Although the charging is convenient, the AC charging power is small and the charging time is too long, which is particularly unsuitable for use in electric buses.
How to solve the charging problem, BYD tackled the problem from the technical point of view and developed bi-directional inverter charging and discharging technology. According to a company related person, the technology sets the three functions of the drive motor, the on-board charger, and the DC charging station. The utility model can not only convert the AC power of the power grid into DC power to realize charging, but also reverse the DC power in the battery into AC power. Discharging, innovating the existing various types of external charging equipment, integrated DC charging power and the advantages of AC charging convenience, directly integrated in the motor controller, AC high-power charging. To put it bluntly, it is to reduce the entire charging cabinet into the car, omitting the construction of the charging station and directly charging the electric vehicle with AC power. It is reported that the technology has been applied for 42 technical patents in the country.
"If this technology is promoted, it will obviously ease the difficulty of charging electric vehicles," said an industry source.
In terms of the State Grid, it is also actively laying out the infrastructure for electric vehicles. Yang Qing, deputy general manager of the State Grid Corporation of China, stated that the State Grid will deploy service networks according to demand and fully support all types of charge and exchange methods. According to its introduction, China has provided the International Electrotechnical Commission (IEC) with safety standards for power exchange and achieved a breakthrough in the internationalization of relevant standards for China's electric vehicles.
At present, the fast charging mode has gradually become the consensus and direction of the international new energy vehicle industry. Deng Ping, general manager of Chongqing Hengtong Electric Bus Power System Co., Ltd., believes that “only if charging is as fast and efficient as refueling, new energy vehicles can be quickly developed and popularized.â€
Rational return
Once upon a time, China's new energy automobile industry was very lively. Many car companies have launched new energy projects regardless of their size, hoping to realize their dream of “taking over the curveâ€.
After years of hard work, it seems that both the company and the entire industry are no longer pride. At the summit, a person in charge of a car company said to reporters with a heavy heart: “To promote new energy vehicles, the future road is still very long and difficult.â€
“The development of new energy vehicles should be gradual and not too hassle.†Yang Yusheng, an academician of the Chinese Academy of Engineering, agreed with the participants. He believes that at present, the first is to give up the high-speed long-distance pure electric vehicles forcible marketization plan, so we must first change the current high subsidies for pure electric vehicles policy. The second is to allow companies to independently research and development to create a level of fair competition. In the face of high subsidies, big companies are watching and waiting for subsidies to benefit. However, the reality is that the high subsidies cannot form a market, but the idea of ​​relying on high-subsidies to develop the dependence of government subsidies on government subsidies has affected the direction in which companies choose their own electric cars according to the laws of the market, and has delayed the pace of development. The four conditions of mature products, taxes and prices must be appropriate, users need, and users must have purchasing power. These four conditions must be coordinated and promoted before a market can be formed. Only if the development line is reasonable, these four conditions are basically met, and proper subsidies can play a role in promoting and catalyzing the formation of the market.
The development of high-performance power batteries, high-level electric vehicles, is recognized as the general direction, but Yang Yusheng said that this high-end general direction is a process, it must be from low to high, only with the performance of power batteries, electric cars The level will continue to increase. At present, the use of high subsidies to promote the marketization of high-end electric vehicles cannot be sustained. Therefore, he suggested that the subsidy method should be reformed to make it clear that all auto companies have the responsibility and obligation to produce electric vehicles, and increase the proportion of electric vehicles in the company's products year by year.
For the marketing promotion of electric vehicles, Li Yizhong suggested that “can be promoted according to different uses, different grades, and steps.†For example, first try first in the fields of public welfare, public transport, and agricultural use. He also stressed that to promote the marketization of electric vehicles by classification, it is necessary to revise the existing relevant policies and regulations in terms of standards, access, etc. to regulate the development of different types of pure electric vehicles. 
