According to the latest data released by the Ministry of Industry and Information Technology, China's new energy vehicles produced 3,770 vehicles in May, an increase of 98.32% year-on-year. Among them, plug-in hybrid commercial vehicles produced 539 vehicles, a decrease of 4.26% year-on-year; and 366 pure electric commercial vehicles, a year-on-year decrease of 29.21%.
As a commercial vehicle, new energy buses are mainly based on order production. The reduction in output in May reflects the difficulty of promotion from one aspect. According to Wang Yangman, deputy director of the electric vehicle research and development center of Shenzhen Wuzhoulong Automobile Co., Ltd., the difficulties in the promotion of new energy public transport have already been apparent in the market. Reflected in sales, from January to April this year, in addition to Yutong New Energy bus sales of more than 1,400 vehicles, occupying half of the market, other bus companies sales are not much.
At present, the development of new energy vehicles is a general trend, and the promotion of new energy buses can promote the commercialization of new energy vehicles. According to statistics, a taxi is equivalent to the energy consumption of 10 private cars, and a bus is equivalent to the energy consumption of 30 private cars. The promotion of new energy vehicles in public transport is undoubtedly very beneficial to energy conservation and environmental protection. From the perspective of the cost of use, the use of new energy vehicles is attractive because the price of electricity is much lower than the price of oil; from the perspective of passengers, new energy buses are a good travel option due to their comfortable ride, quiet environment and no exhaust. Compared with other models, the new energy bus is currently the most developed technology. Therefore, the state is making efforts to promote the promotion of new energy buses. So, what are the obstacles to the promotion of new energy public transportation?
The first is the funding issue. Although the new energy bus enjoys double national and local subsidies, the 1.5 million yuan pure electric bus cannot be purchased in large quantities by any city. There was once media accounting for Shenzhen City. The calculation is based on the 1200 pure electric buses that Shenzhen currently invests in. Each vehicle has a local government subsidy of 500,000 yuan and a total subsidy of up to 600 million yuan; according to the plan, by 2016, In the middle of the year, Shenzhen will add another 2,000 or so pure electric buses. If the subsidy costs remain unchanged, Shenzhen's new financial expenditure will reach nearly 1 billion yuan. According to the media, some cities that did not apply for pilots of new energy buses now want to purchase pure electric buses, but they eventually give up because of financial pressure.
Second, whether it is a plug-in hybrid vehicle or a pure electric vehicle, basic charging facilities are required, and most of the current urban conditions are not yet mature. This results in plug-in hybrids becoming "pseudo plugged in" and usually not charging. Insiders pointed out that if the plug-in hybrid power is not plugged in, there is no difference between the conventional hybrid cars and the value of fuel saving.
Third, bus companies need a process to accept new energy vehicles. This is reflected in the distrust of the safety of new energy buses on the one hand, and the suspicion of the fuel economy of new energy buses on the other. In this regard, relevant persons in the new energy sales department of Zhongtong Bus stated that bus companies can only use the facts to verify the advanced nature of products and guide market demand. Compared with the first batch of trial vehicles, the current technology has made significant progress. “Although the price is more expensive than conventional vehicles, it is conservatively estimated that plug-in hybrid buses can save 25,000 to 30,000 yuan a year and achieve a lifetime savings of 30. Ten thousand yuan.†To promote the market, Zhongtong provided sample vehicles in multiple locations for trials, allowing customers to test the fuel saving rate on the spot.
In addition, the issue of local protection has yet to be resolved. According to the general manager of a bus company's sales department, "A lot of regions are known as fair bidders, but instead of asking for models and speeds, they specify what motors, what batteries, and what capacitors they use. This means that they have designated manufacturers." It is required that the motor and air-conditioner must be produced by enterprises in this province. Only the assembly of the bus company is completed. Fortunately, relevant departments are planning to clear up local protection policies. A number of car manufacturers have expressed this hope that they can establish a sound assessment and supervision mechanism so that new energy vehicles can be promoted more smoothly throughout the country.