With the arrival of 2020, after 10 years of industrialization, China's new energy automobile industry began to enter the new chess game: on the one hand, after many years of hard work, China's new energy automobile industry technology level has been significantly improved, the industrial system is becoming more and more perfect, production and sales, and the amount of ownership have been ranked first in the world for four consecutive years; on the other hand, under the influence of the overall car market downward, subsidies and other factors, new energy vehicles cannot avoid the impact.
Will there be negative growth for new energy vehicles after subsidies are eliminated? In the face of fierce and cruel technology and market competition, car companies how to choose? What is the value of new energy vehicles, especially pure electric vehicles? With these questions in mind, the Economic Reference reporter recently interviewed Ning Shuyong, vice president of Great Wall Automotive Co. Ltd. and general manager of the new energy car Euler brand.
The rapid development of China's new energy automobile industry cannot be separated from the positive incentive of subsidy policy. However, after the subsidy began to gradually decline, from July 2019, the new energy car market has seen \"five consecutive sales decline \".
According to the plan released in June 2019, the new energy subsidy will be completely eliminated during 2020, does this mean that the new energy car market in 2020 will face more uncertainty? Mr Ning believes that the elimination of subsidies will indeed trigger a chain reaction, but looking ahead to the future of new energy vehicles, the policy benefits are not only still there, but perhaps more aggressive.
In addition to the new energy subsidy policy, he said, there is a two-point policy that guides the development of car companies towards new energy vehicles. In 2020, the policy of double points will be further advanced, and traditional automobile manufacturers will be encouraged to increase the launch of new energy models.
On September 27,2017, the Ministry of Industry and Information Technology issued the \"passenger car enterprise average fuel consumption and new energy vehicle integral parallel management method,\" which is called\" double integral system \"by the industry. The \"double-integral system\" stipulates that car companies will get negative points for producing fuel vehicles and positive points for producing new energy vehicles, while in the annual assessment, car companies need to ensure their own total points are positive.
According to the document regulations, the car enterprises in 2019 and 2020 need to achieve 10% and 12% of the points, respectively, but 2019 points can be assessed in parallel, and 2020 will be separately calculated. As a result, each big car enterprise in 2020 will usher in double points \"big test \".
Moreover, the stricter national six standards are helping the new-energy auto industry. By the end of 2016, the AQSIQ and the Ministry of Environmental Protection jointly issued the GB \"Light Vehicle Pollutant and Measurement Method (Phase VI of China)\", which clearly stated that the national six (A) standard and the national six (B) standard would be implemented on July 1,2020 and July 1,2023 respectively. In addition, according to the three-year action plan issued by the State Council to win the blue sky defense war, from July 1,2019, the key regions (Beijing, Tianjin, Hebei and its periphery, Yangtze River Delta and Fenwei Plain), the Pearl River Delta region and Chengdu-Chongqing region have implemented the national six emission standards ahead of time.
Ning said the country's six standards on the horse, means that the country's three standards of the car may be forced to scrap, the country's four standards of the car will not be allowed to license, the country's five standards of new cars face the risk of depreciation. For car companies, as standards upgrade, emissions will become more complex and research and development costs will multiply, so instead, put all your energy and costs to the ultimate goal of the future, new energy vehicles.
In addition, in June 2019, the National Development and Reform Commission, the Ministry of Ecology and Environment and the Ministry of Commerce issued the \"Implementation Plan for Promoting the Renewal and Upgrading of Key Consumer Goods \"(2019-2020).
Ning said that this policy for the population density of the big cities, is undoubtedly very good, especially for white-collar workers to and from work, new energy vehicles unlimited is a \"rigid demand.\"
To sum up, ningshuyong believes that although the loss of subsidies will short-term suppression of new energy vehicle sales, but with the help of double points, national six standards and unlimited restrictions and other new policies, new energy vehicles will start from 2020 will have a qualitative leap.
In addition to the impact of the downturn in subsidies, the 2019 downturn in new energy vehicles is also linked to problems such as short board, difficult charging and low preservation of value, which are exposed to new energy vehicles.
In response, mr ning said there had been a \"high tolerance\" for new-energy vehicles, but that competition for new-energy vehicles would be more intense and the market knockout race would officially open from 2020. \"After the subsidy retreat, new energy companies need to really rely on products and services to compete for customers from fuel vehicles.\"
Nowadays, the entire auto industry chain, including new energy vehicles, is opening up more to the outside world. Take the power battery as an example, with the domestic battery market open to foreign companies, the implementation of nearly four years of power battery \"white list\" has become a history, foreign giants heard the wind, and carried out a large-scale layout in China. According to incomplete statistics, Panasonic, SK, LG Chemical and Samsung SDI have invested more than 57 billion yuan in the power battery industry in China in the past year.
The intensification of market competition makes the elimination of domestic power battery enterprises more and more intense. In 2017, the state-owned battery, which had the fifth-largest installed capacity in the domestic industry, suffered a sharp reduction in orders due to the lack of R