Group 1 - The Ministry of Industry and Information Technology (MIIT) has released a public notice regarding the subsidy funds for new energy vehicles (NEVs) for the years 2016-2020 and the pre-allocation for 2021-2022, highlighting the rapid development of the NEV industry in China supported by subsidy policies [1] - From 2016 to 2020, the MIIT issued a total of 1.65 billion yuan in subsidies, with Beijing New Energy Vehicles receiving approximately 55.555 million yuan, accounting for over 30% of the total subsidies, averaging 111 million yuan per year [1] - BYD received a total subsidy of 15.74 million yuan, which is less than 1% of the total, averaging 3.148 million yuan per year, indicating a significant disparity in subsidy distribution among different companies in the NEV sector [1]

随着新能源汽车产业发展逐步完善，相应的补贴政策也在逐步深化调整，新能源车企对补贴的依赖 正在逐步减小。在此背景下，工信部官网日前公示了2016-2020年度新能源汽车推广应用补助资金清算 审核终审和2021-2022年度补助资金预拨情况。 清算审核结果显示，此次2016-2020年度新能源汽车推广应用补贴核算总额达到16.54亿元；2021- 2022年度将预拨补贴1.68亿元，较高峰时期即2017年度、2018年度的新能源汽车推广应用补贴核算金额 （扣回相应预拨资金后）的9.17亿元、4.05亿元有了大幅的回撤。 五年累计发放补贴16.54亿元 最新公布的2021-2022年度补助资金预拨情况涉及10个省市的19家企业，从地区来看，陕西省的新 能源汽车推广应用补助资金额度最高，为3791万元。紧随其后的是深圳市，额度为3556万元。上海市的 补助资金额度为3518万元，排在第三位。上述三个省市也是2021-2022年度我国新能源汽车产量较高的 省市。 从企业端来看，比亚迪成为获得补贴最多的企业，比亚迪汽车有限公司（陕西）和比亚迪汽车工业 有限公司（深圳）分别获得3791万元和3556万元。特斯拉（上海）有限 ...

伴随着新能源汽车渗透率的持续提升，新能源汽车产业已从政策引导型转向市场主导型，行业"造血"能 力已初步具备。 近日，工业和信息化部公示了2016—2020年度新能源汽车推广应用补助资金清算审核终审和2021—2022 年度补助资金预拨情况。 值得关注的是，2021—2022年度的补贴中仍以传统车企为主，一汽-大众、上汽大众、上汽大通等合资 车企也获得了百万元级别的补贴；造车新势力仅有零跑汽车出现在此次预拨资金表中，这也在一定程度 上说明，2021—2022年度，新能源汽车的市场推广仍以传统车企为主，造车新势力所占份额仍较少。 此前，工业和信息化部曾发布《关于2016—2020年度新能源汽车推广应用补助资金清算审核初审情况的 公示》。通过梳理可发现，多家车企审核期实际获得的补助资金均较申请金额有不同程度的减少，其中 金额最高者减少约1.4亿元。 具体来看，2016年至2020年五年期间，国内车企整体申报新能源汽车的推广数合计为75814辆，但核定 推广数为54089辆。五年期间，各家车企申请清算资金合计约为29.3亿元，但应清算补助资金约为20.7亿 元，两者之差约为8.6亿元。 从核减原因来看，主要集中在两个 ...

Core Insights - The dependency of the new energy vehicle (NEV) industry on subsidies is gradually decreasing as the industry matures and develops its own capabilities [1][4][5] Group 1: Subsidy Overview - The total amount of subsidies for the promotion of NEVs from 2016 to 2020 reached 1.654 billion yuan, while the pre-allocated subsidies for 2021-2022 are 168 million yuan, showing a significant decline from the peak years of 2017 and 2018 [1][2] - The highest subsidy amounts for 2021-2022 were awarded to companies in Shaanxi (37.91 million yuan), Shenzhen (35.56 million yuan), and Shanghai (35.18 million yuan), which are also the top regions for NEV production [2] Group 2: Company-Specific Insights - BYD received the most subsidies, with 37.91 million yuan and 35.56 million yuan awarded to its subsidiaries in Shaanxi and Shenzhen respectively, while Tesla received 30.15 million yuan [2] - The only new energy vehicle startup to receive subsidies in this round was Leap Motor, which received 2.76 million yuan, indicating that traditional automakers dominate the subsidy distribution [2] Group 3: Compliance and Challenges - Common reasons for failing to pass subsidy clearance include non-compliance with documentation requirements and incorrect vehicle registration information, with Chery Auto facing a significantly higher deduction rate than the industry average [3] Group 4: Industry Maturity - From 2016 to 2020, the total number of NEVs reported by domestic manufacturers was 75,814, with a deduction of 21,725 vehicles, indicating a growing trend of subsidy deductions [4] - The NEV industry in China is projected to achieve self-sufficiency, with sales of new energy vehicles expected to account for 44.3% of total new car sales by mid-2025, reflecting a robust growth trajectory despite subsidy reductions [4] Group 5: Policy Evolution - The subsidy policy has evolved from simple purchase subsidies to a comprehensive strategy that includes technical standards, infrastructure support, and rules output, aiming to empower the entire industry chain [5] - The dynamic adjustment mechanism of the subsidy policy is designed to guide manufacturers towards technological advancements and global expansion [5]

Core Viewpoint - The dependency of the new energy vehicle (NEV) industry on subsidies is gradually decreasing as the industry matures and the subsidy policies are being refined [1][3][4] Group 1: Subsidy Overview - The total amount of subsidies for NEV promotion from 2016 to 2020 reached 1.654 billion yuan, while the pre-allocated subsidies for 2021-2022 are 168 million yuan, showing a significant decline from the peak amounts of 917 million yuan in 2017 and 405 million yuan in 2018 [1][2] - The 2021-2022 pre-allocated subsidies involve 19 companies across 10 provinces, with Shaanxi province receiving the highest amount of 37.91 million yuan, followed by Shenzhen with 35.56 million yuan and Shanghai with 35.18 million yuan [1] Group 2: Company-Specific Subsidy Distribution - BYD is the largest beneficiary of subsidies, receiving 37.91 million yuan and 35.56 million yuan for its operations in Shaanxi and Shenzhen respectively, while Tesla (Shanghai) received 30.15 million yuan [2] - New energy vehicle startups like Leap Motor received only 2.76 million yuan, indicating that traditional automakers dominate the subsidy distribution [2] Group 3: Industry Trends and Self-Sustainability - From 2016 to 2020, the total number of NEVs reported by domestic manufacturers was 75,814, with a verified promotion number of 54,089, leading to a deduction of 21,725 vehicles [3] - The industry has shown a significant reduction in reliance on subsidies, with NEV sales expected to reach 6.968 million units in the first half of 2025, accounting for 44.3% of total new car sales, reflecting a growth of 41.4% year-on-year [3] Group 4: Policy Evolution - The subsidy policy has evolved from a simple purchase subsidy to a comprehensive strategy that includes technology standards, infrastructure support, and regulatory frameworks, aiming to empower the entire industry chain [4] - The adjustment mechanisms in place are designed to guide manufacturers towards technological advancements and global expansion, indicating a strategic shift in the NEV sector [4]

Rho Motion数据显示，2025年6月全球新能源乘用车销量达180万辆，同比增长24%，其中中国以111万 辆、28%的增速持续领跑，欧洲以39万辆、23%的增幅巩固第二大市场地位，而北美市场受政策波动影 响同比下降9%至14万辆，"世界其他地区"则以43%的爆发式增长突破14万辆大关。 中国市场政策支持力度不减延续强势 国际能源署《全球电动汽车展望2025》报告预测，2025年全球电动车销量将突破2000万辆，其中东南 亚、拉美、非洲等地区贡献超16%份额。比亚迪、吉利，长城汽车（601633）等中国品牌加速布局。 与此同时，欧盟计划在2025年前建设100万个公共充电桩的缺口，为中国企业提供了零部件出口机遇， 宁德时代（300750）、国轩高科（002074）等电池厂商在欧洲的本地化生产布局持续深化。 德国对4万欧元以下车型提供6750欧元补贴，法国虽将中国产电动车排除在补贴范围外，但整体市场仍 受惠于欧盟2030年前1.44万亿欧元补贴计划。大众ID.4、雷诺Megane E-Tech等本土车型与比亚迪元 PLUS等中国品牌形成竞争，推动欧洲6月销量同比增长23%。 不过欧盟对华电动汽车加征的反补 ...

Core Viewpoint - The Ministry of Industry and Information Technology (MIIT) has published a public notice regarding the audit of subsidy funds for the promotion and application of new energy vehicles (NEVs) from 2016 to 2020, revealing significant reductions in the actual subsidies received by various car manufacturers compared to their applications [1][4]. Summary by Relevant Sections Subsidy Audit Findings - The total number of NEVs reported by domestic manufacturers during the five-year period was 75,814, while the approved number was only 54,089 [4]. - The total amount applied for subsidy funds was approximately 2.93 billion yuan, but the approved amount was about 2.07 billion yuan, resulting in a difference of approximately 860 million yuan [4]. Specific Company Cases - BYD, one of the companies receiving subsidies, reported a significant reduction in actual subsidy amounts. In 2019, BYD applied for 83.035 million yuan but received only about 8.11 million yuan, a decrease of approximately 74.925 million yuan. Over the five years, BYD's actual subsidy amount was reduced by about 140 million yuan compared to its applications [6][7]. - Beijing New Energy Automobile Co., Ltd. also experienced a reduction of approximately 97.04 million yuan in actual subsidies compared to its applications during the same period [7]. Reasons for Subsidy Reductions - The main reasons for the reductions in subsidies were non-compliance with the requirements for vehicle-related documentation and failure to upload vehicle operation data as required [7][9]. Industry Trends - The NEV industry has transitioned from being heavily reliant on subsidies to a more self-sustaining model, focusing on core technological advancements and cost control. This shift is seen as a move from policy-driven growth to market-driven development [10][13]. - The sales of NEVs in China have shown significant growth, with 2020 sales reaching 1.367 million units, a year-on-year increase of 10.9%. Projections for 2024 estimate sales to be around 12.866 million units, reflecting a growth rate of 35.5% [10][13].

Core Viewpoint - The Ministry of Industry and Information Technology has released a public notice regarding the audit of subsidy funds for the promotion and application of new energy vehicles from 2016 to 2020, indicating a dynamic adjustment of subsidies to prevent companies from becoming overly reliant on them [1][5][6]. Group 1: Subsidy Adjustments and Company Performance - Many car manufacturers received less subsidy than they applied for between 2016 and 2020 due to non-compliance with application requirements or failure to upload operational data [1][4]. - BYD received an average annual subsidy of 3.76 million yuan from 2016 to 2020, with a peak in 2019 at 8.11 million yuan, but had nearly 5,000 fewer vehicles approved than applied for, resulting in a subsidy reduction of approximately 142 million yuan [2][3]. - Changan Automobile averaged about 1.48 million yuan in subsidies annually, with a peak in 2019, but saw a reduction of around 438 vehicles and a subsidy decrease of about 13.27 million yuan [3]. - Beijing New Energy Automobile Co., Ltd. averaged 12.4 million yuan in annual subsidies, with a peak of around 30 million yuan in 2017, but had a reduction of about 2,776 vehicles and a subsidy decrease of approximately 97 million yuan [3]. Group 2: Industry Growth and Market Dynamics - The new energy vehicle market in China has seen significant growth, with production and sales exceeding 500,000 units in 2016, and sales reaching 1.367 million units in 2020, marking a penetration rate of 5.4% [5]. - The penetration of new energy vehicles into the private consumer market has increased significantly, with private consumption accounting for about 70% [5]. - The subsidy policy for new energy vehicles has been dynamically adjusted since 2016, responding to technological advancements and market conditions, to avoid creating a dependency on subsidies among manufacturers [5][6]. - The adjustment of subsidy standards includes raising entry thresholds based on vehicle energy consumption, range, and battery performance, while also cracking down on fraudulent subsidy claims [6].