In recent years, China's subsidies for new energy vehicles have been declining at an accelerated pace. However, high subsidies for battery fuel vehicles are still implemented and will not decline. Industrial investment continues to increase, and it has now entered the stage of engineering and commercialization development from basic research and prototype vehicle demonstrations. . However, the technological maturity, cost and infrastructure conditions are not as good as those of pure electric vehicles. There are still many technical and industrialization problems that need to be solved, and the market is still in its infancy. This article aims to learn from foreign fuel cell vehicle policies, systematically analyze and evaluate the status quo and existing problems of my country's policies, study and propose my country's fuel cell vehicle policy support system in the post-subsidy era, and promote the high-quality development and accelerated commercialization of my country's fuel cell vehicle industry. Current status of foreign policies Internationally, regions and governments in Europe, the United States, Japan and South Korea attach great importance to the development of the hydrogen energy and fuel cell vehicle industries and have formulated relatively systematic support policies. Currently, fuel cell vehicles have entered a new stage of accelerated industrialization development and are showing signs of accelerated development. Vigorously promote the situation. In terms of the EU's comprehensive macro policy, "Hydrogen Energy and Fuel Cells - Our Future Prospects" was released in 2003, planning to transition to the hydrogen economy era in 2050. The "EU Hydrogen and Fuel Cell Technology Platform" was released in 2005, which clarified and detailed the strategic goals, supporting technologies, R&D investment and organizational model of the hydrogen economy. In terms of industry management policies, the "Hydrogen Energy and Fuel Cell Technology Platform" was established in 2003. In 2008, the "Fuel Cell and Hydrogen Energy Joint Executive Body" was established to implement the "Fuel Cell and Hydrogen Energy Technology Joint Action Plan" and plans to invest within 6 years. Nearly 1 billion euros have been spent on fuel cell and hydrogen energy R&D and demonstration. In 2011, a large-scale vehicle demonstration project, "H2movesScandinavi" and a European urban clean hydrogen energy project were launched. In terms of fiscal and tax preferential policies, the UK released the "Subsidy Rules for Private Purchase of Fuel Cell Vehicles (2011-2014)", which provides a subsidy of 25% of the selling price and plans to invest a total of 230 million pounds. Before March 2018, the UK provided a passenger car purchase subsidy of up to 4,500 pounds based on 35% of the selling price. Denmark exempts fuel cell vehicles registered before the end of 2020 from first registration tax. Before June 30, 2019, Germany provided consumers with a fixed subsidy of 4,000 euros. In terms of science and technology innovation policy, the EU has implemented the "Research, Technology Development and Demonstration Framework Plan" since 1984, and has begun arranging funds to support the research, development and demonstration of key technologies for fuel cell vehicles since 2002. In terms of comprehensive macro policies in the United States, the "Freedom Car Plan" was released in 2002 to focus on supporting the research and development of fuel cell vehicles, and the "Hydrogen Fuel Plan" was released in 2003 to supplement it. In 2004, the "Hydrogen Energy Technology Research, Development and Demonstration Movement Plan" was released, planning the strategic arrangements and time nodes for the development of hydrogen energy. In terms of industry management policies, an inter-ministerial coordination working group was established to coordinate the resources of ministries and commissions to support related research and development, demonstration and industrial application in the field of hydrogen energy and fuel cells. Under the California Zero Emission Vehicle Act, fuel cell vehicles can earn up to 9 points. In terms of fiscal and tax preferential policies, the "2005 American New Energy Act" was released in 2005, which implements tax credits for the purchase of fuel cell vehicles. The preferential amount is 50% of the increased cost of purchasing a fuel cell vehicle compared with purchasing a fuel vehicle of the same level. In 2012, the fuel cell investment tax credit policy was revised to implement three levels of tax credits based on fuel cell price, efficiency, etc., and hydrogen refueling stations can enjoy 30% to 50% tax credits. In 2018, the investment tax credit policy was extended to 2022 and a three-stage reduction mechanism was implemented. Southern California implemented a full tax exemption for fuel cell R&D and production equipment in 2007. California implemented a US$5,000 fuel cell vehicle purchase subsidy in 2010. In 2013, it passed the AB8 bill and invested US$20 million annually until it has 100 public hydrogen refueling stations. In 2018, US$900 million has been allocated to support the construction of charging stations and hydrogenation stations, and it is planned to build 200 hydrogenation stations by 2025. In terms of science and technology innovation policy, US$1.2 billion in research funding was invested in 2003 to promote hydrogen energy and fuel cell technology. In 2013, US$6.3 billion was allocated to the U.S. Department of Energy for research, development, demonstration, and deployment of clean energy such as fuel cells, hydrogen energy, and alternative vehicle fuels. In 2015, the U.S. Department of Energy announced a funding of US$35 million to promote the advancement of hydrogen energy and fuel cell technology. In terms of Japan's comprehensive macroeconomic policies, the "New Energy Development Plan" was released in 1974 and designated fuel cell technology as a national strategy. In 2006, the "Fuel Cell Vehicle Development Plan" was released, clarifying the commercial development stages and goals. In 2009, the "2015 Commercialization Roadmap for Fuel Cell Vehicles and Hydrogen Refueling Stations" was released, proposing to carry out technology verification and market demonstration from 2011 to 2015. In 2014, the "Strategic Roadmap for Hydrogen Energy and Fuel Cells" was released, planning the development path to achieve a hydrogen energy society and clarifying development goals for 2025, 2030 and 2040. In 2017, the "Basic Hydrogen Energy Strategy" was released, planning to fully popularize fuel cell vehicles by 2050. In terms of industry management policies, Tokyo began to launch hydrogen energy and fuel cell vehicle demonstration projects in 2002. In 2014, the "Strategy for Promoting the Popularization of Hydrogen Fuel Cell Vehicles" was released, introducing international standards so that Japanese fuel cell vehicles can open up the international market. In terms of preferential fiscal and tax policies, a subsidy system was established in 2012 and adjusted several times during the period. In 2017, the subsidy amount was two-thirds of the increased cost of purchasing a fuel cell vehicle compared with purchasing a fuel vehicle of the same level. In 2013, subsidies of up to 50% of the investment cost for hydrogen refueling stations began. In terms of science and technology innovation policy, the "Development of New Generation Vehicles and Fuels Plan" was implemented in 2007. By 2012, 209 billion yen had been invested to support the development of new generation vehicle power systems and fuels, of which more than three-quarters of the funds were spent on fuel cells. Automobile research and development. R&D support in 2017 totaled 12.9 billion yuan, including fuel cells, hydrogen refueling stations, and hydrogen energy supply chains. In terms of comprehensive macroeconomic policies in South Korea, the Hydrogen Fuel Cell Association was established in 2004 and began to comprehensively promote the development of the hydrogen economy. In 2006, the "Roadmap for the Development of Hydrogen Economy" was released, which included fuel cells in the power generation balance compensation system. In 2015, the goal and implementation plan for the popularization of fuel cell vehicles was formulated. It is planned to promote 630,000 vehicles and build 520 hydrogenation stations by 2030. In 2018, the "Hydrogen Fuel Cell Vehicle Industry Ecosystem Construction Plan" was released, which plans to promote 15,000 passenger cars, 1,000 buses, and build 310 hydrogen refueling stations in 2022. In 2018, the "Innovative Development Strategic Investment Plan" was released, which listed the hydrogen economy as one of the three strategic investment directions, with 2.5 trillion won invested in the next five years. In terms of industry management policies, a management system for hydrogen energy and fuel cell vehicles with clear divisions of labor has been established involving the Ministry of Industry, the Ministry of Environment, and the Ministry of Land and Infrastructure. In 2012, a renewable energy quota system was implemented to promote the development of fuel cells. A trade and investment revitalization meeting was held in 2017, which proposed support measures such as relaxing fuel cell vehicle registration standards, formulating bus safety standards, reducing highway tolls by 50%, and increasing the promotion of official vehicles. At the end of 2018, bus demonstration operations began in Seoul and Ulsan. In addition, the "Basic Law on Hydrogen Economy" will be formulated, and the "Environmental Protection Vehicle Law", "Special Restriction of State-owned Assets Law", "High-Pressure Gas Management Law", "Restricted Development Area Law", "Research and Development Zone Law", etc. will be revised to promote hydrogen energy and Hydrogen refueling station development. In terms of fiscal and tax preferential policies, purchase subsidies have been extended to 2022, passenger car subsidies have been added (200 million won in 2018), purchase tax, ownership tax, congestion fees, parking fees and other reductions have been implemented, hydrogen use is tax-free, and the purchase of passenger buses has been reduced by 50%. tax, give hydrogen refueling stations a 50% reduction in state-owned land lease fees, and use policy funds such as the Korea Development Bank to promote financial investment or long-term low-interest loans. In terms of scientific and technological innovation policies, the "Green Energy Technology Development Strategic Roadmap" was released in 2009, and hydrogen fuel cells have become 15 "sunrise industries" that need to be focused on development in the future. In 2018, R&D funding support reached US$40 million, 70% of which was used for fuel cells and 30% for hydrogen energy. Status of my country's Policies my country attaches great importance to the development of the fuel cell vehicle industry. In recent years, it has introduced a series of supporting policies, and has initially formed a policy system covering macro comprehensive policies, industry management policies, fiscal and tax preferential policies, scientific and technological innovation policies, etc. Macro Comprehensive Policies The State Council has formulated a series of strategic plans to support the development of hydrogen energy and fuel cell vehicles. In 2009, the "Automotive Industry Adjustment and Revitalization Plan" was released and began to support the demonstration and promotion of fuel cell vehicles in large and medium-sized cities. In 2010, the “Decision on Accelerating the Cultivation and Development of Strategic Emerging Industries” was issued, listing fuel cell vehicles as a strategic emerging industry. In 2012, the "Energy-Saving and New Energy Vehicle Industry Development Plan (2012-2020)" was released, which clearly stated that by 2020, my country's fuel cell vehicle and vehicle hydrogen energy industries will develop in parallel with the international market. In 2014, the "Energy Development Strategic Action Plan (2014-2020)" was released, and hydrogen energy and fuel cells became one of the 20 key innovation directions. In 2014, the General Office issued the "Guiding Opinions on Accelerating the Promotion and Application of New Energy Vehicles", which clearly provided subsidies, tax incentives, and support for research and development of fuel cell vehicles. In 2015, "Made in China 2025" was released, proposing to promote the research, development and demonstration application of fuel cell vehicles. In 2016, the "National Innovation-Driven Development Strategy Outline" and the "Thirteenth Five-Year Plan for the Development of National Strategic Emerging Industries" were released, proposing to develop new generation energy technologies such as hydrogen energy and fuel cells to achieve mass production and large-scale production by 2020. Demonstration application. Relevant departments are also vigorously promoting the development of hydrogen energy and fuel cell vehicles. In 2016, the National Development and Reform Commission and the Energy Administration jointly released the "Energy Technology Revolution Innovation Action Plan (2016-2030)", "Energy Technology Revolution Key Innovation Action Roadmap", and "Energy Production and Consumption Revolution Strategy (2016-2030)". The hydrogen energy and fuel cell technology roadmap, strategic direction, innovation goals and specific content of innovation actions have been clarified, and the development of hydrogen energy and fuel cell technology has been vigorously promoted. In 2017, the Ministry of Industry and Information Technology and others issued the "Medium and Long-term Development Plan for the Automotive Industry", proposing to strengthen the research and development of fuel cell vehicles, formulate a technology roadmap for hydrogen fuel cell vehicles, gradually expand the scope of pilot demonstrations of fuel cell vehicles, and support technological research on the entire fuel cell industry chain. Industry Management Policies Fuel cell vehicle industry management policies mainly focus on investment, access, points and other areas. In January 2017, the Ministry of Industry and Information Technology issued the "New Energy Vehicle Manufacturing Enterprises and Product Access Management Regulations", covering the access requirements for fuel cell vehicles. In June 2017, the National Development and Reform Commission and the Ministry of Commerce jointly issued the "Catalogue for Guidance of Industries for Foreign Investment (Revised in 2017)" to encourage foreign investment in key components of fuel cell vehicles. In June 2017, the National Development and Reform Commission and the Ministry of Industry and Information Technology issued the "Opinions on Improving the Management of Automobile Investment Projects", clarifying that fuel cell vehicle investment projects shall be implemented with reference to the management regulations for pure electric vehicle investment projects. In September 2017, the Ministry of Industry and Information Technology and others issued the "Measures for the Parallel Management of Passenger Car Enterprise Average Fuel Consumption and New Energy Vehicle Points", which stipulated that the upper limit of points for standard models of fuel cell passenger vehicles is 5 points. In November 2017, the design and manufacturing technology of key components of fuel cell vehicles, high-power fuel cell stacks, and engine testing equipment were included in the "Catalogue of Encouraged Imported Technologies and Products (2017 Edition)" (draft for comments). In June 2018, the National Development and Reform Commission issued the "Special Management Measures for Foreign Investment Access (Negative List) (2018 Edition)", which relaxed the restrictions on the shareholding ratio of fuel cell vehicles. In July 2018, the National Development and Reform Commission issued the "Automotive Industry Investment Management Regulations (Draft for Comments)", which clarified the requirements for fuel cell vehicles and fuel cell investment projects. Preferential fiscal and tax policies: Since 2009, the Ministry of Finance and others have begun to provide financial subsidies and tax incentives for fuel cell vehicles. In terms of purchase subsidy policy, in 2009, subsidies were RMB 250,000 for passenger cars and light commercial vehicles, and RMB 600,000 for urban buses over 10 meters long. In 2013, subsidies of 200,000 yuan and 500,000 yuan were provided for passenger cars and commercial vehicles respectively. In 2016, subsidies of RMB 200,000, RMB 300,000 and RMB 500,000 were provided for passenger cars, light buses, trucks, large and medium-sized buses, and medium and heavy trucks respectively, and it was clarified that the subsidy standards would not decline from 2017 to 2020. In 2017 and 2018, technical indicator requirements were added and passenger car subsidies were adjusted. In terms of operating subsidy policies, the "Notice on Improving the Refined Oil Price Subsidy Policy for Urban Buses to Accelerate the Promotion and Application of New Energy Vehicles" was issued in 2015. From 2015 to 2019, fuel cell buses will be provided with an operating subsidy of 60,000 yuan/vehicle/year. subsidy. In terms of hydrogenation station subsidy policies, the "Notice on Incentives for the Construction of New Energy Vehicle Charging Facilities" was issued in 2014. From 2013 to 2015, new fuel cell vehicles that meet national technical standards and have a daily hydrogenation capacity of not less than 200kg will be required to refuel. Each hydrogen station will be rewarded 4 million yuan. In terms of vehicle and vessel tax preferential policies, starting from January 1, 2012, fuel cell commercial vehicles are exempted from vehicle and vessel tax, and fuel cell passenger vehicles are not included in the vehicle and vessel tax collection scope. In terms of purchase tax preferential policies, from September 1, 2014 to December 31, 2020, fuel cell vehicles are exempt from vehicle purchase tax. Science and Technology Innovation Policy my country began fuel cell research in the 1950s and started fuel cell vehicle research during the Tenth Five-Year Plan. In 2010, the National 863 Program began to vigorously support the development of fuel cell vehicles. In 2012, the Ministry of Science and Technology issued the "Twelfth Five-Year Plan for the Development of Electric Vehicle Technology", which determined the "three vertical and three horizontal" R&D layout. Fuel cell vehicles became one of the key areas of support. In the same year, the Ministry of Finance organized the development of new energy Automobile industry technology innovation project supports fuel cell vehicle development projects. In July 2016, the State Council issued the "Thirteenth Five-Year Plan for National Science and Technology Innovation", which clearly proposed breakthroughs in basic frontier and core key technologies for fuel cell power systems. In October 2016, the Energy Saving and New Energy Vehicle Development Strategy Advisory Committee released the "Energy Saving and New Energy Vehicle Technology Roadmap", proposing the technical roadmap and development goals for my country's fuel cell vehicles in 2020, 2025 and 2030. From 2015 to 2018, the Ministry of Science and Technology successively implemented the "New Energy Vehicles" key projects in 2016, 2017 and 2018 to support the research and development of fuel cell power systems and fuel cell vehicle demonstrations. In 2017, the Ministry of Science and Technology issued the "Thirteenth Five-Year Plan" in the transportation field. "Special Plan for Scientific and Technological Innovation" lists the core special technology of fuel cell vehicles as one of the key development areas. The main problems facing my country's policies: my country's fuel cell vehicles started early and have strong support, but technological progress is slow and industrialization and commercialization progress lags behind. On the one hand, it is becauseThe conditions for the large-scale promotion of fuel cell vehicles are not yet mature, and there are still problems such as poor technical reliability, high costs, and incomplete hydrogenation infrastructure. On the other hand, my country's fuel cell vehicle policy system is imperfect and has not yet promoted the formation of an effective technological innovation and industrialization promotion environment. In terms of macro comprehensive policies, there is a lack of strategic planning for hydrogen energy and fuel cell vehicles at the national level. Our country's comprehensive promotion of the development strategy of new energy vehicles, mainly pure electric vehicles, is in line with the objective reality of the technological development of the automobile industry. However, our country needs to strengthen strategic reserves, forward-looking layout and practical investment in hydrogen energy and fuel cell vehicle technology to prevent strategic mistakes. Judgments and key shortcomings. At present, most of my country's strategic plans for hydrogen energy and fuel cell vehicles are scattered among other industrial policies and are not comprehensive. There is a lack of top-level design specifically for the development strategy and implementation plan of hydrogen energy and fuel cell vehicles. The development prospects of fuel cell vehicles are still unclear. Enterprises Unwilling or afraid to invest on a large scale. Moreover, compared with pure electric vehicles, fuel cell vehicles have a long research and development cycle, high investment, and slow results. Driven by market interests, companies are more willing to focus on the research and development and production of pure electric vehicle products with quick results, and have not yet included fuel cell vehicles as their main products in their development plans. In terms of industry management policies, my country has not yet formed a hydrogen energy and fuel cell vehicle management system with clear division of labor and clear rights and responsibilities. The fuel cell vehicle industry chain is relatively complex, including hydrogen production, hydrogen storage, hydrogen transportation, hydrogenation, parts and vehicle production, vehicle operations, etc. Industry management involves many departments, and management with clear division of labor and clear rights and responsibilities has not yet been formed. system, it is difficult to concentrate efforts to promote the development of the fuel cell vehicle industry. At present, the investment and access management policies for fuel cell vehicles have been relatively clear. However, unlike the construction of charging infrastructure, the hydrogen energy supply system is more difficult and involves more links. Currently, from hydrogen source to storage and transportation, hydrogenation station construction and operation, Many aspects of management have not yet been cleared up, and problems such as the difficulty of obtaining land for the construction of hydrogen refueling stations, unclear construction approval authorities, hydrogen energy being classified as hazardous chemicals, the inability to produce hydrogen on-site at hydrogen refueling stations, and the lack of safety supervision measures are still faced. In addition, the fuel cell vehicle points policy still needs to be improved. For example, the points for passenger cars are relatively low, and the points policy for commercial vehicles has not yet been introduced. In terms of preferential fiscal and tax policies, the role of fiscal and tax policies in promoting technological progress and healthy and sustainable development of the fuel cell vehicle industry still needs to be improved. In terms of purchase subsidy policies, the current subsidy system has a limited role in promoting technological improvement. Currently, most models are close to the 30kW subsidy threshold, and there is a potential risk of cheating and subsidy. The lack of pure hydrogen operating mileage requirements may lead to only using electricity without using electricity. Hydrogen phenomenon, in addition, subsidies after 2020 are still unclear. In terms of operating subsidy policies, operating subsidies for fuel cell buses are available until 2019, and operating subsidies after 2019 are still unclear. In terms of hydrogen refueling station subsidy policy, there is a lack of clear hydrogen refueling station construction subsidies. The state's subsidies for hydrogen refueling station construction are mainly issued in the form of subsidies for the construction and operation of charging infrastructure. The reward and subsidy funds are coordinated and arranged by local governments, but they are relatively small. Less is used for subsidies for the construction and operation of hydrogen refueling stations. In terms of preferential tax policies, fuel cell vehicles are exempt from purchase tax until 2020. It is still unclear whether they will be exempt from tax after 2020. At present, most of the key components of fuel cell vehicles in my country rely on imports. The implementation of higher tariffs on key components is not conducive to the introduction, absorption, digestion and re-innovation of advanced technologies. In terms of science and technology innovation policy, my country's science and technology innovation policy and R&D system are still imperfect. It lacks sustained and high-intensity R&D investment like Japan. Forward-looking basic research and key technology research have not been carried out accurately, and a collaborative innovation mechanism with enterprises as the main body has not yet been formed. , there are fewer projects led by large enterprises, and they rely more on research institutes and universities for research and development. There is no significant progress in key technologies, and a large number of research and development results "only bloom but do not bear fruit". There is a lack of effective communication and transformation between industry, academia and research, resulting in fuel cells in our country. The automobile industry chain is relatively weak and engineering capabilities are obviously insufficient. There is a big gap between the key materials, key components, vehicle integration and durability of fuel cells and the advanced level abroad, and most core components still rely on imports. A stable parts supply system has not yet been formed, engineering and process innovation capabilities are insufficient, vehicle manufacturing and use costs are still high, and it still does not have market advantages compared with traditional cars and electric vehicles. Recommendations for my country's policy system The development of fuel cell vehicles is not only a technical issue, but also relies on the development of the entire hydrogen energy industry chain. It also has to solve management and cost issues, which is more difficult to promote than pure electric vehicles. It is recommended to establish a sustained and stable policy system for fuel cell vehicles, drive enterprises to increase investment, promote technological progress and industrial innovation, cultivate parts supply chains and hydrogen energy industry chains, and accelerate the commercialization of fuel cell vehicles. In terms of macro-comprehensive policies, we will accelerate the introduction of national-level strategic plans for hydrogen energy and fuel cell vehicles to mobilize the enthusiasm of the entire industry chain. The first is to further clarify the strategic orientation of fuel cell vehicles and accelerate the introduction of national-level hydrogen energy and fuel cell vehicle development strategies and guidance. Clarify development goals, key tasks, safeguard measures, etc., mobilize the enthusiasm of R&D and production investment in the entire industry chain, form a synergy for development, and promote the accelerated development of the industry. In the early stage, commercial vehicles such as fuel cell buses and trucks will be used as key directions and strategic breakthroughs to cultivate the industrial chain and promote industrialization, vigorously support fuel cell trucks to replace diesel trucks, and at the same time actively research and gradually promote fuel cell passenger vehicles. The second is to introduce a guidance plan for hydrogenation infrastructure construction as soon as possible. Clarify the approval and management methods for hydrogenation station construction and promote the formation of a moderately advanced hydrogen energy infrastructure network. Promote the reduction of the cost of high-purity hydrogen for vehicles, accelerate the mandatory quota management of renewable energy, guide the use of renewable energy sources such as wind, solar, and water for industrial hydrogen production, encourage the purification of industrial by-product gas to produce hydrogen, and study hydrogen pricing based on hydrogen quality classification. mechanism to promote the revision of laws and regulations that restrict the development of hydrogen energy and hydrogen refueling stations. In terms of industry management policies, we will accelerate the implementation of pilot demonstrations of fuel cell vehicles and promote the formation of a bottom-up management system with clear responsibilities and clear division of labor. The first is to speed up the pilot demonstration of fuel cell vehicles, conduct technical assessment, verification and improvement, improve the parts and components supporting industry chain, open up the hydrogen energy supply chain, explore the commercial operation model and development path of fuel cell vehicles, and provide funds to pilot projects that meet the requirements. Support, used as subsidies for the construction and operation of hydrogen refueling stations. The second is to explore, research and improve relevant policies, standards, regulations and management systems for the promotion and application of fuel cell vehicles through pilot demonstrations of a certain scale, and promote the clarification of hydrogen energy industry authorities, hydrogen refueling station planning and regulatory authorities and other relevant departments from the bottom up. Responsibilities and division of labor of relevant departments. The third is to study and formulate a work plan for the promotion and application of fuel cell vehicles, clarify the proportion requirements for government agencies and public institutions to purchase fuel cell vehicles, and establish safety supervision mechanisms such as demonstration promotion and hydrogen energy infrastructure construction and operation. The fourth is to study and improve market-based incentive policies such as carbon quotas and double points for new energy vehicles, accelerate the introduction of points policies for commercial vehicles, and give fuel cell vehicles more reasonable carbon quotas or point values. In terms of fiscal and taxation support policies, stable fiscal subsidies and tax incentives will continue to be provided to promote industrial technological progress and healthy and sustainable development. First, before 2020, under the existing subsidy policy system, technical indicator requirements should be appropriately increased and subsidy methods should be adjusted and improved to promote technological progress, promote hydrogen driving and prevent cheating and subsidy. After 2020, we will study and introduce a fuel cell vehicle subsidy policy system for subdivided models, and adjust and improve it according to the actual development of the industry. The second is to continue to provide operating subsidies for fuel cell vehicles after 2019, and adjust and improve factors such as industrial development, cost changes, and hydrogen prices. The third is to study and formulate subsidies and tax preferential policies for the construction and operation of hydrogenation infrastructure, as well as hydrogen production using abandoned water, abandoned wind, abandoned light, industrial by-product gas, etc. The fourth is to extend the implementation period of the purchase tax exemption for fuel cell vehicles and implement the policy plan for vehicle and vessel tax exemption. The fifth is to study and formulate tentative import tax rates for advanced fuel cell vehicles, key components, core raw materials and other commodities, as well as preferential import tariff policies for important equipment such as research and development, production and testing. In terms of scientific and technological innovation policies, we will accelerate the formation of a research and development innovation system with enterprises as the main body, and improve the technical level and engineering capabilities of core components. The first is to change the current "pepper-sprinkled" form of R&D capital investment, support key leading enterprises and R&D institutions, and concentrate limited resources to speed up forward-looking basic research and key technologies. The second is to fully mobilize the enthusiasm of enterprises for R&D, reward enterprises that take the lead in developing and producing fuel cell vehicles with performance comparable to international standards, and encourage enterprises to increase R&D investment in key technologies. The third is to make deep use of international innovation resources, accelerate the cultivation and introduction of international innovative leading talents, encourage high-level and high-level international cooperation, learn and draw on foreign advanced technologies and experiences, strengthen the digestion, absorption and innovation of imported technologies, and form a new model suitable for our country. development requirements. The fourth is to accelerate the establishment of an R&D and innovation system that is enterprise-centered, market-oriented, and deeply integrated with industry, academia, and research, so as to accelerate the transformation of laboratory results into productization and industrialization, and drive the development of the entire industry chain. Conclusion At present, my country's pure electric vehicles have achieved parallel or even leading international standards, but the gap between fuel cell vehicles and the international advanced level is still widening. Europe, the United States, Japan and South Korea have all clarified the national strategic status of hydrogen energy and fuel cell vehicles, introduced policies such as car purchase subsidies, tax exemptions, hydrogen refueling station construction subsidies, and R&D support, and actively promoted demonstration operations. South Korea will also adopt policies such as formulating or Amend a series of laws and regulations to clear obstacles to the development of hydrogen energy and hydrogen refueling stations. However, my country's fuel cell vehicle policy system is still imperfect. It lacks a national-level strategic plan for hydrogen energy and fuel cell vehicles. It has not yet formed a management system with clear division of labor and clear rights and responsibilities. Preferential fiscal and tax policies have promoted technological progress and healthy and sustainable development of the industry. The role still needs to be improved, and a collaborative innovation mechanism with enterprises as the main body has not yet been established. This article draws on foreign policy experience, is based on the actual development of my country's industry, scientifically evaluates the implementation effects of the existing policy system, and proposes my country's fuel cell vehicles in the post-subsidy era from four aspects: macro comprehensive policies, industry management policies, fiscal and tax preferential policies, and scientific and technological innovation policies. Policy system, with a view to leveraging my country's fuel cell vehicles to accelerate commercialization and marketization through policy support.

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