In recent years, China's new energy vehicle market has developed rapidly, and its market share has exceeded 30% in 2023. While the electrification and intelligence of the automobile industry are booming, a series of problems and challenges have also arisen, which have attracted the attention of the members of the first table.
Zhang Xinghai, member of the Standing Committee of the National Committee of the Chinese People's Political Consultative Conference, vice chairman of the All-China Federation of Industry and Commerce, chairman of the Chongqing Federation of Industry and Commerce, and chairman of Cialis Group, found that there are problems such as low integration of the domestic automobile chain.
Zhu Huarong, deputy to the National People's Congress, Secretary of the Party Committee and Chairman of Changan Automobile, paid attention to the fact that China has become the world's largest automobile producer and sales market, accompanied by massive Chinese driving scenarios and user data, which poses more challenges to the fields of vehicle passive safety, intelligent driving safety and information security.
Electrification reshapes the industrial chain.
In the past 2023, the sales of new energy passenger vehicles will reach 8.87 million units, a year-on-year increase of 36%. Looking at the previous development of the new energy vehicle market, the wholesale volume of new energy passenger vehicles exceeded 1 million for the first time in 2018, with a year-on-year growth rate of 84%. It was not until 2021 that the new energy vehicle market achieved rapid growth, with sales reaching 3.31 million units, a year-on-year increase of 183%. Wholesale sales doubled to 6.5 million units in 2022.
However, with the gradual maturity of technology, the reduction of battery costs, and the improvement of intelligent functions, the competitiveness of electric vehicle products has been continuously improved, and the new energy vehicle industry has gradually entered the market-driven stage. In the past 2023, the penetration rate of the new energy vehicle market has exceeded 30%, and the market share of fuel vehicles has been continuously impacted in the past two years. At the beginning of this year, with BYD's price reduction, the industry began to show the characteristics of low electricity than oil.
Due to the low base of the previous year, the sales of new energy vehicles increased significantly year-on-year, and the growth rate has slowed down with the expansion of the new energy vehicle market. From 2018 to 2023, the year-on-year growth rate of new energy passenger vehicles will be % and 36%, respectively.
Ouyang Minggao, an academician of the Chinese Academy of Engineering, said in a recent interview with reporters that it is expected that the market share of China's new energy vehicles will be close to 40% this year, close to 50% by 2025, and more than 50% by 2026, and new energy vehicles will dominate the market.
Ouyang Minggao believes that from an industrial point of view, the new energy vehicle market is shifting from incremental exploration and development to stock competition. At present, it shows three characteristics: first, the survival of the fittest in the new energy automobile industry, second, the competition between new energy vehicles and fuel vehicles has entered the decisive stage, and third, the competition between independent brands and joint venture brands has also entered a white-hot stage.
Driven by new energy vehicles, China's vehicle market has embarked on the fast lane, but the development of China's automobile chain is relatively lagging behind.
Zhang Xinghai said that in 2023, through a visit to more than 100 first-chain enterprises, he found that China's first-class automobile chain enterprises as a whole show a pattern of scattered and many, small and weak, and poor profitability, and the degree of integration is not high.
The intellectualization and electrification of the automobile industry are reshaping the automotive chain system, providing an excellent opportunity for the development of China's automobile chain enterprises, and also giving birth to leading chain enterprises with international brand influence such as CATL.
This year's two sessions, Zhang Xinghai brought a proposal to enhance the integration of first-class chain enterprises to support the sustainable development of the automobile industry, and he proposed that first, the relevant departments should formulate and introduce specific relevant policies to guide, encourage and support the powerful first-chain enterprises to integrate, merge and reorganize the smaller first-chain enterprises, so as to further strengthen the stronger enterprises (small first-chain enterprises can be used as.)
Second, the first business), and finally form the industry status of leading enterprises.
The second is to conduct in-depth research on China's parts industry, identify the first-chain enterprises that have the potential to become industry leaders, especially private first-chain enterprises, and provide production factor support for these potential leading enterprises, as well as fiscal, tax and financial support for R&D and development.
The third is to formulate an action plan to help China's first-class chain enterprises to be in line with international standards, support China's first-class automobile chain enterprises to participate in the division of labor and competition in the global automotive industry chain, make it bigger, stronger and enhance the influence of international brands, and prepare for China's vehicle enterprises, especially intelligent networked new energy vehicle enterprises, to go to sea.
According to the research report "Global New Energy Vehicle Industry Development Pattern and Prospects" jointly released by the Committee of 100 and McKinsey, with the maturity of China, there will be more mergers and acquisitions and in-depth cooperation in China's auto market in the next 3 to 5 years. Taking mature countries as a reference, the market share of the top 10 companies is basically stable at more than 90%, and China's auto market is likely to continue a similar trajectory. By 2030, Chinese auto companies are expected to occupy two to three of the world's top 10 positions, provided that their own brands have a 60 to 75 percent share in the domestic market and one to two percent of the overseas core market.
Respond to the challenges of automotive intelligence.
Zhu Huarong said that China has become the world's largest automobile producer and sales market, accompanied by a large amount of Chinese driving scenarios and user data, which poses more challenges to the fields of vehicle passive safety, intelligent driving safety and information security. In the future, the coupling of people, vehicles (including autonomous vehicles, traditional human vehicles, robots, aircraft, etc.), roads, and clouds in the intelligent transportation system will be accompanied by new risks and new problems such as vicious accidents in extremely complex traffic scenarios, large-scale network intrusion and control, etc.
At this year's two sessions, Zhu Huarong brought a number of suggestions on the construction of mixed reality large scientific devices for future intelligent transportation, the improvement of automobile data property rights legislation, and the improvement of the automobile consumption environment.
He suggested that we should jointly establish a platform for industry-university-research-application, and rely on the platform to jointly build and share the world's leading driving simulation large scientific devices and supporting software libraries and scene libraries to fill the domestic gap. In addition, it is recommended that the project be included in the national key science and technology infrastructure planning to ensure resource investment.
At the same time, the property rights of the data generated in the use of intelligent networked vehicles need to strike a balance between personal information protection, marketization of data elements and the protection of data.
Up to now, the state has promulgated laws and regulations such as the Several Provisions on the Security Management of Automotive Data (for Trial Implementation) (hereinafter referred to as the "Data Security Regulations"), the "Personal Information Protection", and the "Opinions on Building a Basic Data System to Better Play the Role of Data Elements", which have established some general provisions on personal information protection and data property rights.
However, the Data Security Regulations only specify that some vehicle data is personal information, but do not clarify the nature of other data. The Personal Information Protection** clearly stipulates that anonymized information is not personal information, and does not clarify whether the anonymized data can be used by OEMs. At the same time, the relevant laws and regulations do not clarify the scope and ownership of non-personal information in car data.
He said that the blurred boundaries and unclear ownership of non-personal information related to intelligent networked vehicles will not be conducive to the protection of personal information, and at the same time lead to inconvenience for car companies to legally and fully process and use relevant data, which is not conducive to the intensive transformation of relevant data from the decentralization of "data fragments" to the "data granary", and is not conducive to the improvement of quality and efficiency of the development of technology and automobile industry.
Zhu Huarong suggested that the boundaries of personal information in car data should be clarified. The working condition data of the vehicle itself and its parts, as well as data related to the external environment such as roads and weather, cannot identify specific individuals, and should not belong to the category of personal information; However, the correlation between different data and individuals in vehicle control data and application service data is very different, which needs to be further clarified from the legislative level.
In addition, he suggested that the provisions on the property rights of automobile data should be refined, and the rights of car companies to hold resources, process and use data, and operate data products should be implemented.