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The automobile industry on "tuyere" is breaking the ceiling of power. On November 8, with 18 years of experience in fuel cell engine research and development, Shanghuo power officially released its third generation super-300e type 100kW high-power fuel cell engine, which is scheduled to be put into mass production in the second half of 2020. Because it can meet the needs of more types of vehicles, high-power engine is considered to be an important condition for the commercialization of fuel cell vehicles. Previously, most of the battery engine power developed in China was between 30kW and 60kW, which was difficult to meet the use demand of large trucks and buses. In contrast, the power of fuel cell engine developed abroad is larger, but it is difficult to introduce it in China due to the protection of core technology and high cost of foreign enterprises. The backward force of fuel cell engine is also considered to be another important factor in the development of fuel cell engine to high power. According to the regulations released in March this year, the cancellation of land subsidy is not aimed at fuel cell vehicles. During the transition period from March 26 to June 25, the "national subsidy" will be implemented according to 0.8 times of the corresponding standard in 2018, while the new subsidy policy for fuel cell vehicles will be announced separately. But up to now, the "New Deal" has not been announced, and there are speculation in the industry. Chen Hong, chairman of SAIC Group, suggested in the proposal of this year's two sessions that local subsidies should be allowed to maintain a certain proportion of supporting support for the purchase of fuel cell vehicles after 2019, and that subsidies for fuel cell vehicles should be continued after 2021, but the Ministry of Finance replied that "it is recommended to withdraw subsidies on time". "Subsidies for fuel cell vehicles will go down, but not out." A person in the industry predicted to the economic observer. At the same time, he predicted that the subsidy threshold would be raised. "High power came out only in the past two years, mainly due to the impact of state subsidy policies, and the threshold would be raised, especially in terms of power requirements." According to the technical requirements of fuel cell vehicle subsidy in 2018, the rated power of fuel cell system of passenger vehicles and commercial vehicles shall not be less than 10kW and 30kW respectively. In addition to Shanghuo power, many related enterprises are accelerating the landing of high-power products. For example, the National Power Investment Corporation has completed the assembly of 100kW hydrogen fuel metal plate stack, the research and development project of 100 kW high-power fuel cell road bus of yihuatong has passed the national acceptance, and the 100kW and above stack developed by SAIC jiehydrogen is also planned to be applied in mass production next year. "Today's product launch officially opens the stage of our commercialization." Wang Yabo, general manager of shangran power, told economic observer.com. According to the introduction, the third generation of sfd-300e will be mainly used in bus, medium and heavy trucks and other fields. The system component level rate of the vehicle is 100%, and the hydrogen consumption and cost are lower than the current mainstream products in the market. But even so, there are still many bottlenecks in the commercialization of fuel cell vehicles. "This is just the first step. It will take four or five years to make a profit due to the small scale, imperfect infrastructure and high cost." Wang Yabo said. As there are still bottlenecks in the upstream hydrogen production, hydrogenation and transportation, and the downstream application scenarios need to be expanded, the order situation of the third generation beyond-300e is not clear enough. "In terms of orders, it's hard to predict the number of orders like traditional cars, depending on the development speed of the whole fuel cell industry. We are currently in product adaptation with many car companies. " Wang Yabo told economic observer. In his view, early government support is very important. For example, at the hydrogenation station level, although the state has clearly pointed out that subsidies should be provided, some insiders pointed out that the state has no standards and specifications for the establishment of liquid hydrogenation station and the transportation of hydrogen, which seriously restricted the commercialization process of the industry. This also means that the hydrogen industry will be in the stage of continuous investment but difficult to make profits for a long time to come. As the substantial controlling shareholder of Shanghuo power, the holding company has invested nearly 1.2 billion yuan in less than five years, and there is no return at present. "In the next five years, one billion and two billion will definitely be invested." Wang Yabo said. Tang Haifeng, vice president of Great Wall Motor Co., Ltd. and chairman of Weishi energy, thinks that the large-scale commercialization of hydrogen energy industry will come ten years later. The hydrogen industry is very expensive. In the first half of this year, as many as 70 investment projects have taken place in the field of hydrogen energy and fuel cell in China, including 10 billion projects. Among the multiple entrants, the car enterprise is one of the main roles. At present, Great Wall Motors, SAIC, Dongfeng and many other vehicle enterprises have laid out fuel cell vehicles. "Relying on the great wall or other main engine factories, we can't make this industry bigger. We also need the support of government policies and capital, so we are actively investing and financing." Tang Haifeng said. For this reason, great wall holding has established an independent subsidiary of Weishi energy, and has included Shanghai combustion power and its previous fuel cell business. At the level of capital, in addition to government subsidies, local state-owned enterprises, science and technology innovation board, investment companies and other capital are actively supported. But there are worries behind the overheated subsidies and capital. "At present, hydrogen fuel vehicles are so popular in China. In fact, the business model is based on subsidies. In the future, it will face the same embarrassment as cars." Tang Haifeng said. The industry believes that subsidies for fuel cell vehicles will tend to be more rational, and many enterprises also say that they are studying a business model that can survive without subsidies. At the same time, overseas enterprises accelerate their entry into the Chinese market. In addition to the French hydrogen energy company Air Liquide, which frequently cooperates with domestic enterprises, Toyota and Hyundai have more and more nodes to introduce fuel cell vehicles into China. "Toyota's hydrogen fuel cell products will soon occupy a part of the domestic market, but there will be one or two similar enterprises in five years." An insider told reporters.