After the subsidy era voyage mileage is the trump card

In February of this year, four ministries and commissions issued the New Deal for New Energy Vehicles in 2018, “Notice on Adjusting and Perfecting the Financial Subsidy Policy for the Promotion and Application of New Energy Vehicles” (hereinafter referred to as the “Notice”). This New Deal has been effective since June 12, 2018. Be implemented.

The "Notice" proposed that the period from February 11 to June 11 of 2018 be set as a transitional period. During this period, the new energy subsidy policy will be implemented according to the old policy discount subsidy of 2017. New energy trucks and special vehicles will be subsidized at a rate of 0.4 times the 2017 standard, passenger cars and buses will be subsidized at 0.7 times, and the fuel cell vehicle subsidy standard will remain unchanged. In 2018, new contents such as the battery density and energy consumption coefficient subsidy constraints in the new policy will not take effect during this period.

The new subsidy program separates the range of meticulous cruising range: subsidy for models with 150-300 km of battery life for pure electric vehicles is reduced by approximately 20%-50%, while models with less than 150km of battery life will no longer enjoy subsidies; cruising range 300 - For vehicles of 400 km and above, the subsidy will be raised by 2% to 14% respectively.

This means that new energy vehicles with long mileage will enjoy higher subsidies, while subsidy will be eliminated for new energy vehicles with a battery life of 150 kilometers or less. Therefore, the 150-kilogram battery life class that no longer has a subsidy will be delisted soon. In this 4-month transitional period, one is the delisting time for low-endurance products, which is also the last choice for consumers.

Beijing Morning Post reporter learned from the National Federation of Associations that the top three sales of new energy in May were respectively Beiqi EC series, Jiangling E200, Baojun E100, without exception, all were A00 models. Among them, Jiangling E200 sold 4,534 units, an increase of 654 percent year-on-year; Beiqi EC series sold 12,624 units, an increase of 224 percent year-on-year. It is not difficult to see that many consumers caught up with the last train before the implementation of the subsidy policy and purchased the A00-class model. After June 12th, the more suitable the car is, the greater the cruising range is. The maximum subsidy will be 50,000 yuan. Niu Xiaoou/wen

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Development of electric vehicles charging standards need to be unified

The popularization of electric vehicles is faced with various problems. One of them is the construction of the charging pile network. The charging standards of major electric vehicle manufacturers are different from each other. It is just like the power standards of different countries. The local standards you buy abroad go back to. The electrical appliances can not be recharged without a converter when they return to the country. The technical solutions adopted by electric cars produced by various manufacturers in various countries also have this problem. Not only are they different on the interface, but they are also very different in charging efficiency. This has also caused great obstacles to the "interconnection and interconnection" of different brands of electric vehicles on the charging network.

On June 14, according to media reports, Japan is negotiating with China on the harmonization of new energy vehicle charging system standards (including charging interface specifications and charging protocols).

We know that different charging system standards are used throughout the world, and charging plugs of different shapes are used in Europe, America and Asia. The standards adopted in China are GB/T and Japan adopt the “CHA deMO” standard, while in Europe and America, the “Combo” standard is used. In addition, the United States Tesla has adopted a unique charging system standards. Although Japan's "CHA deMO" standard is not common with European and American standards, it can implement data transmission with vehicles produced under the Chinese standard.

Therefore, Japan hopes to harmonize charging interface and charging agreement with China and become the most widely used charging system standard in Asia, and gradually become an international standard. Just recently, the State Grid Corporation of China, the State Power Supply Administration of China, proposed to discuss the future charging system standards through the “CHA deMO Conference”. The Japanese side intends to negotiate on this.

In fact, in order to change the status quo of chaotic charging interface standards, the United States and Germany's eight major manufacturers Ford, General Motors, Chrysler, Audi, BMW, Mercedes-Benz, Volkswagen and Porsche launched the "Joint Charging System" as early as 2012. "Combined Charging System" is the "CCS" standard.

The "CCS" standard unifies all current charging interfaces, just like you have a "transformation plug" so that single-phase AC charging, fast three-phase AC charging, home DC charging and ultra-fast DC charging can be accomplished with one interface. Four modes. However, the popularity needs to be improved.

It is clear that car companies in all countries have gradually realized that the unified standard is one of the key factors for the development of electric vehicles. Japan's current practice is very sensible. Once a consensus is reached, China and Japan will be expected to gain advantages in competition with European and American brands.