New energy vehicles are in danger of capital chain fracture

At present, the most discussed topic in the field of new energy vehicles is the “empty window of policy”. From January 1 this year, the subsidy policy for new energy vehicles expired and the new subsidy policy was delayed. Different versions of the news But it keeps coming out. People in the industry are waiting, expecting, guessing, excited, disappointed, excited and disappointed again. Waiting for a meal has become a universal attitude from local governments to auto companies. In the period of waiting for policies, the government and industry management departments have taken a quiet attitude and have avoided all kinds of activities in the industry. However, the demand for corporate learning, communication, and mutual discussion is constantly increasing, and a form of non-official academic exchange is in the form of Came into being.

Recently, an internal industry seminar organized by Beijing Qingyi Huatong Technology Co., Ltd. has attracted a large number of industry players such as vehicle manufacturers, parts suppliers, energy supply companies, colleges and universities, bus users, and so on. Solve their problems openly and openly. The relationship between OEMs and parts and components companies, especially the funding relationship, the cooperation relationship between OEMs and bus users, and especially the funding relationship, have become hot topics for discussion.

Suspended subsidies for parts and funds can not come back

The contradiction between the vehicle and the parts suppliers is common in the field of traditional fuel vehicles, and it is already an old problem. I did not expect this contradiction to remain prominent in the new energy vehicle field.

“At the moment, the cash flow of the battery, motor and other parts and components companies is very tight, and some capital chain breaks up. According to this situation, only some well-funded enterprises can sustain it.” Beijing Qingyu Huatong Technology Mr. Ma Chengcheng, deputy general manager and project director of the company, told the reporter, “At this seminar, many parts and components companies proposed that in order to cooperate with the entire vehicle factory to demonstrate and promote vehicles, the battery factory has provided many parts and components for the vehicle factory for free. However, parts and components were sent out, and the payment was delayed. Some companies even had a capital shortfall of over 100 million yuan.” The automaker also has difficulties: “Our cars are sold but they are deducted from government subsidies. After the price was sold, the government subsidy was paid by us. The money would not come back, and we couldn't pay the supporting companies normally,” said more than one vehicle company representative.

Another contradiction focuses on the "dominant position" of the OEM in the traditional vehicle field. When it develops electric vehicles, it is still "one-sided", and after designing the vehicle, it will look for batteries and motors. "Because vehicle companies lack understanding of the performance of batteries and motors, they lack clear goals and requirements when looking for ancillary products. As a result, on the one hand, batteries and motor plants cannot find the direction of research and development. On the other hand, due to The lack of coordination at the initial stage of vehicle development has resulted in the battery and motor not being able to perform optimally. When problems occur in the operation of the vehicle, the responsibility issue becomes the focus of the contradiction between zeros.” This is the common voice of parts and components companies.

There is no government subsidy for public transport users who are reluctant to buy pure electric vehicles
"It must be admitted that the current electric vehicle technology is indeed immature. Take buses as an example. The attendance rate of vehicles that have been running for more than three years has gradually decreased." Bus users said, "As public transport users, what we are most concerned about is the attendance rate and the driving range. Although manufacturers have always had 'nanny-style' services, the products themselves are not mature, and even if the services are better, some of the injuries can not be cured. The current driving range of electric buses is still difficult to meet the needs of public transport."

This has led to another problem. Once charging, it can't meet the needs of the bus throughout the day. Currently, pure electric buses operating in the market basically use slow charging and fast charging. If you choose to charge slowly, it will affect bus scheduling; if you choose to charge quickly, battery life will be significantly reduced. In the face of such a dilemma, public transport users frankly stated that if there is no government subsidy and there is no mandatory task issued by the upper-level department, “we will seriously consider whether to purchase a pure electric bus in the future,” said the bus user.

Compared with traditional diesel passenger cars and hybrid buses, the purchase cost and late-use cost of pure electric buses are not low. Although pure electric buses have higher government subsidies, diesel passenger cars and hybrid buses have been able to obtain fuel subsidies throughout the vehicle's life cycle. In this way, the operation of electric buses did not reduce the cost. Therefore, the enthusiasm of public transport companies for purchasing pure electric buses is not high. Under the circumstances that the subsidies are not in place, the purchase of car loans is also the norm. The policy window period puts the capital chain of new energy vehicles at risk of fracture.