Since 2009, with the major new energy automobile producing countries such as the United States, Japan, and Germany formulating industrial incentive policies and investing more in R&D and production for new energy vehicle development, a new round of new energy automobile competitions has begun to expand globally. China has also accelerated the pace of development of new energy vehicles, but for the current bottleneck restricting the development of new energy vehicles in China, all parties have different opinions. Some people think that battery technology needs to be improved. Some people think that it is a battery management system. Some people think it is The supporting facilities are not perfect. At the recent seminar on the development of the electric vehicle industry in 2009, Yang Yusheng, an academician of the Chinese Academy of Engineering, proposed that “the key bottleneck restricting the development of new energy vehicles in our country is the concept issue. The development of new energy vehicles must be updated.†Yang Yusheng believes that At present, there are misunderstandings in the development of new energy vehicles. For example, the indicators for fuel vehicles require pure electric vehicles, can only produce pure electric vehicles with mid-range or above, priority to develop hybrid vehicles, and the service life of power batteries is too short. Yang Yusheng’s point of view caused waves in the industry. Give priority to the development of pure electric vehicles Following the demonstration of the new energy automobile science and technology in the 2008 Beijing Olympic Games, the state has initiated the demonstration and promotion of the “10 cities, 1,000 vehicles†new energy vehicle in the public service areas such as public transportation and taxi through financial incentive policies. According to the progress of the demonstration and promotion of the "Ten Cities, Thousands of Vehicles", the majority of the regions are based on hybrid vehicles. There are different views in the industry. The relevant person in charge of Peking University Science and Technology Industry Co., Ltd. believes that China is at the same level as the foreign advanced level in the development of pure electric vehicles, and even ahead of scale applications. There is a gap between China's hybrid vehicles and foreign countries, and its hybrid power system is very mature. Some companies have lower sales prices than domestic ones, and their performance advantages are obvious. The joint venture channel also provides a through train for the system to enter the country. If this round of development focuses on hybrid vehicles, it will be a fatal blow to the new energy automobile industry in China. Lin Cheng, deputy director of the Electric Vehicle Engineering Technology Center of Beijing Institute of Technology, said that hybrid vehicles are new energy vehicles that can completely replace traditional vehicles at this stage, but their core power systems depend on advances in engine technology. Foreign companies have already platformized the power system of hybrid vehicles and promote them to developing countries at a low price. If China does not work hard, it is likely to take the old road of traditional cars. China's pure electric commercial vehicles have formed a system of early start, technology and application. Compared with foreign countries, they have technical advantages, energy-saving and emission-reduction effects, and are in line with China's national conditions. They can be popularized and applied in urban public transport, municipal sanitation, postal services, and Other fields. "The relevant government departments should conduct more research and encourage the guidance of domestic new energy auto companies to follow the path of China's national conditions and characteristics." In response to doubts about the industry's “low capacity capacity of the pure electric vehicle battery and short driving rangeâ€, Yang Yusheng introduced the reporter to a dual charging technology for pure electric vehicles. “Constrained by traffic conditions, the average speed of urban buses during driving is rarely exceeding 50 kilometers per hour. Passenger cars of 11 meters in length require only about 30 kilowatts of power, if equipped with a 30-40 kilowatt generator set with dynamic control function, During charging on the road, the electric bus can run continuously, and the double-charged electric vehicle is still fully electric driven, with oil extended range, and at the same time different from series hybrid power, which not only reduces the battery capacity, prolongs the service life, but also adopts stereotypes. Small generators can reduce one-time investment and operating costs, and maintenance costs are also greatly reduced. According to Yang Yusheng, Beijing Keling's double-charged electric bus manufacturing costs only 700,000-80 million, including 50,000 yuan in lead Acid battery and 100,000 yuan capacitor. The company’s double-charged electric bus departed from Miyun, Beijing, at 12 o'clock on the 16th of June. It arrived in Yangzhou at noon on the 18th and was charged once in the middle with a total of 1,100 kilometers. The fuel consumption per 100 kilometers is about 3 liters. Yang Yusheng proposed to decentralize the approval authority for newly-emerged enterprises of pure electric vehicles to the provincial level, give auto companies a percentage of pure electric vehicles, and increase the proportion of pure electric vehicles year-on-year (similar practice in foreign countries); these pure electric vehicles If the production enterprises meet the requirements, the central and local governments will jointly give preferential policies to jointly promote the development of pure electric vehicles. Focus on Small Electric Vehicles Which type of car should be given priority in pure electric vehicles? Yang Yusheng said: “Because of the poor market for small-displacement cars in previous years, many auto companies put high profits in the first place. At the same time, in order to cater to medium and high incomes, There is a misunderstanding in the concept of car use by the crowd and the development of pure electric vehicles in the enterprise, and we believe that we must do more in the mid-range and above. In fact, China should give priority to the development of miniature and small pure electric vehicles based on national conditions." Miniature and small pure electric vehicles consume less electricity and have lower prices. They are equivalent to the current level of consumption in China. Consumers can afford it and can afford them. At the same time, battery manufacturers have little risk and many manufacturers can produce batteries. It is understood that the minibus consumes only 6-8 degrees of electricity for a hundred kilometers and the small car consumes 10-13 degrees. At present, there are many small pure electric vehicle manufacturers in Shandong, Jiangsu and other provinces. The three- and four-seat mini-cars use lead-acid batteries at a price of 30,000 yuan and are sold with lithium-ion batteries at a price of 50,000 yuan-6. Ten thousand yuan. "It is necessary to make it easier after the first time, and then gradually develop the electric vehicle industry in China," said Yang Yusheng. This view of Yang Yusheng was recognized by many experts. Director of the State Key Laboratory of Automotive Safety and Energy, Tsinghua University, and Ouyang Minggao, head of the expert group of the National 863 Program for Energy Saving and New Energy Vehicles, have repeatedly proposed on different occasions that China should focus on small electric vehicles to promote new brands. Large-scale commercialization of energy vehicles. In terms of marketization, R&D and industrialization of small-scale low-speed electric vehicles based on the advantages of China's annual production of tens of millions of light electric vehicles, and the development and industrialization of small-scale conventional electric vehicles based on the advantages of China's own brands and small-size fuel vehicles The country is booming. "These small electric vehicles comply with the world trend and China's national conditions as well as the development of electric vehicles. It is recommended that this be used as a 'national car' and 'national car' to attach importance and support as the focus of the next industrialization." Ouyang Ming Gao said. Zhou Heliang, chairman of the Electric Vehicles Professional Committee of the China Electrotechnical Society, believes that low-speed, miniature pure electric vehicles are closer to the market and are most likely to take the lead in industrialization. "Because of the limitation of battery energy storage efficiency, electric vehicles at this stage should be used as a supplement to traditional automobiles, and they should be geared toward people traveling at short distances and with low speed requirements. Starting from the low end, economically desirable, technically feasible, and comprehensive Good performance, low price, highest cost performance, most suitable for the needs of the majority of consumer groups." Senior automotive industry expert Jia Xinguang told reporters that the fundamental route for the development of new energy vehicles is not to replace traditional fuel vehicles. "Always don't count on people driving Mercedes-Benz to go to BYD's dual-mode electric vehicles. New energy vehicles should look for users from people who have not used cars before, or used to ride motorcycles or electric bicycles. Therefore, product selection should be small and pure. Mainly electric vehicles." Business-oriented In the research and development of new energy vehicles, China’s "Five-Year" and "Eleventh Five-Year" period has been dominated by universities and research institutes. In this regard, Liu Zhengyao, deputy dean of the New Energy Technology Research Institute of Guinness Guo'an League Co., Ltd., believes that new energy vehicles are automotive products. The government should encourage companies to set up R&D centers to study core application issues and build platforms for production, education, and research. Liu Zhengyao suggested that when formulating policies, the government should allow the company's technical experts to have more say, and increase the proportion of the company's technical personnel when the project is established, and at the same time increase the support for the research and development of key components of the company. Jia Xinguang also said that the combination of production, education, and research should be conducted with market issues, and that the results of universities and research institutes are far from the market, but the companies need application research. At present, many private enterprises and private capitals are keen to invest in the new energy automotive industry. How should they be guided? Lin Cheng believes that these companies can be the supporting providers of new energy vehicles. “The supporting system of new energy vehicles is larger and more extensive than traditional automobiles. A variety of vehicle types make the types of components more diversified. Private enterprises should increase innovation and strive to become part suppliers of new energy vehicles, but they must be correctly estimated. Its own strength, and strive to master the core technology, otherwise there will be risks." “Our country has been integrated with foreign countries in the integration of new energy vehicles, but no breakthroughs have been made in key components. We can even say that opportunities have been missed. The foreign key enterprises for new energy vehicles have penetrated into large-scale systems. Come in." Jia Xinguang believes that the key to the development of new energy vehicles is to break through the core technology of components. The state should focus on supporting one or two battery factories and one or two motor factories. In this regard, Yang Yusheng stated that several power battery factories should be made bigger and stronger. In China, 5-10 new battery factories with an annual output of 5 billion ampere-hours will be built in 5-10 years, and at the same time, battery production equipment will be strongly supported. 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