Who can win the "Battle for Hegemony" of power lithium batteries?
Siden begyndelsen af dette år er det blevet konsensus i den nye bilindustri, at de, der har fået batterier, har vundet verden. Som en af kernekomponenterne i nye energikøretøjer er power lithium-ion-batterier ved at blive et højt niveau i den nye energiindustrikæde.
At present, the global battery suppliers are concentrated in three countries: China, Japan and South Korea. my country's Ningde era, South Korea's LG, Samsung SDI, SK and Japan's Panasonic occupy a dominant position.
Konkurrence på elmarkedet
For nye energikøretøjer er batteriet hjertet. I dag er det blevet en global konsensus at udvikle den nye energibilindustri. Penetrationsraten for nye energikøretøjer i Kina, Japan og Sydkorea afspejler til en vis grad markedsmønsteret for batteriforbrug i Kina, Japan og Sydkorea.
Ifølge data i 2015 var indtrængningsraten for nye energikøretøjer i mit land 0,7 procent, i Sydkorea var 0,2 procent, og det i Japan var 0,5 procent. 0,9 procent, sidsteplads.
The latest data from the China Automobile Association shows that in October, the penetration rate of my country's new energy vehicle market continued to maintain a historical high of 16.4 percent , and the penetration rate of the new energy passenger vehicle market reached 18.2 percent , gradually turning to market-driven.
Den 17. november sagde Zheng Yun, seniorpartner for Roland Berger og vicepræsident for Greater China, ved 2021 mit land Automotive Innovation Summit, at mit land med den nuværende markedsudviklingshastighed vil nå indtrængningsraten for nye energikøretøjer i 2024. Målet på 20 procent skulle kunne nå 45 procent -50 procent i 2030 - hvilket overstiger vejledningsniveauet i tidligere brancheplaner.
According to the consumer survey of Roland Berger's "Disruptive Data Detection in the Automotive Industry", the acceptance of new energy vehicles by consumers around the world continues to increase. Zheng Yun introduced that in addition to the Chinese market, there are also a large number of second-tier and third-tier national markets where the penetration rate of new energy vehicles is rising rapidly. Taking South Korea as an example, in January last year, consumers' willingness to purchase was about 55 percent . This year Climbed to 70 percent .
Elektriske køretøjer i Japan startede tidligt, men deres udviklingsmomentum er relativt fladt og er blevet alvorligt undertrykt af hybride elektriske køretøjer (HEV'er). De høje omkostninger for japanske lithium-ionbatterivirksomheder er dog en vigtig årsag til nedgangen i japanske virksomheders konkurrenceevne og markedsandel, men markedskanalerne er naturligvis meget højere end kinesiske virksomheders.
Ligesom Japan er Sydkorea et stort land i bilindustrien. På nuværende tidspunkt, selvom Hyundai og Toyota har deres egne rene elbiler, er rene elbiler ikke de største sælgere i deres respektive lande. Penetrationsraten for rene elektriske køretøjer i mit land er også steget hurtigt i de seneste to år, men fordi markedet i mit land virkelig er for stort, er kampagnehastigheden ikke særlig hurtig.
Teknologiens grænse
Power lithium-ionbatteri er en teknologi-drevet industri, og hastigheden af teknologisk opdatering og iteration er meget hurtig, og RD-styrke er kilden til kernekonkurrenceevne.
In my country, in terms of structural innovation of power lithium-ion batteries, BYD invented the blade battery, and the Ningde era has CTP technology. The degree of advancement of these technologies will determine the cost of power lithium-ion batteries, thereby affecting the process of parity between electric vehicles and fuel vehicles. Now CATL is studying CTP's next-generation technology CTC, trying to integrate power lithium-ion battery cells, related components and chassis.
Globally, in addition to my country's Ningde era, the heavyweight "players" in the field of power lithium-ion batteries include South Korea's LG New Energy and Japan's Panasonic. Japan still has obvious advantages over my country and South Korea in core technology. In addition, Japan's lithium-ion batteries are also similar to South Korea's, and they are basically subsidiaries of Japanese electronics giants.
LG New Energy's power lithium-ion batteries are mainly soft packs, and Panasonic's are mainly cylindrical, and the early days are bound to Tesla. According to SNEResearch data, the world's top ten power lithium-ion battery companies account for more than 90 percent of the market share. In the past, these modules were separated and had to be produced and assembled separately. If this technology can be mass-produced, integrated products will further reduce the cost of batteries, and the industrial chain pattern of car manufacturing may also be restructured.
Kamp i hovedstaden
The rapid rise of the Ningde era, known as my country's "King of Ning", is not only due to its leading technology and clear strategic direction, but also an important reason is that it began to invest in the upstream and downstream of the industrial chain very early. This makes its role in the industry not only a factory selling batteries, but also an important player in the automotive industry chain that cannot be avoided.
Fra batteri-relateret fremstilling, til downstream OEM'er, til bilindustrien-relaterede chips, chassis, autonom kørsel og laserteknologi, til upstream råmaterialer til batterier, til den mest upstream lithiummine, CATL har en layout. Den vigtigste måde er at investere.
In June of this year, South Korea's LG New Energy, the biggest competitor of the CATL, started the listing process and planned to raise more than 10 trillion won (about 57.3 billion yuan) in IPO, which is expected to set the record for the largest IPO in South Korea.
In July, the South Korean government announced an ambitious plan to spend 35 billion by 2030 on developing the country's electric vehicle battery industry to compete with already dominant Chinese and Japanese firms. In line with this strategy, South Korean battery giants LG New Energy, SK Innovation, and Samsung SDI announced plans to invest a total of 40 trillion won (about 224.7 billion yuan) by 2030.
Japan has been cultivating for many years in terms of electric-based hybrid technology and hydrogen fuel-powered lithium battery technology. Japan has also clearly put forward an electrification strategy - to achieve the popularization of electric vehicles by 2030, in fact, the market is still far from "real realization of the popularization of electric vehicles". If you want to achieve the goal, you have to "break the boat". However, the Japanese market is too small.
Kort sagt konkurrerer batterigiganterne i forskellige lande om at accelerere finansieringen og udvide produktionen, og bagved ligger en omfattende konkurrence om den nye energibranche.
