Shanghai Automobile President Chen Hong is looking for a way to lead SAIC to develop new energy vehicles. This is a time-consuming trade-off.
"The new energy vehicle is a blue ocean strategy, but over time, it will also become the Red Sea." Chen Hong told reporters. In fact, since the financial crisis, new energy vehicles have transformed from an industrial concept into a fashionable vocabulary that beckons. Behind it, capital, talent, and technology are all highly accumulated and the bubble is looming.
For SAIC, as of 2014, the plan to invest 12 billion yuan is undoubtedly a huge number. Chen Hong needs to calculate the return on investment to calculate the actual benefits to shareholders. On the other hand, new energy vehicles are almost Chinese cars. The only way for the company to stand up as the world’s strongest person cannot be easily abandoned.
However, Chen Hong also said that whether it is government support or industry risk, the industry has great risks. The investment in new energy has risen to SAIC's development strategy. This is the key to SAIC Motor's change in its growth model.
Cost problem
At the end of December 2009, Chen Hong held a new energy media communication meeting at the Hongqiao Guest House. He talked about several technical bottlenecks in the development of domestic new energy vehicles and the irrational prosperity behind them.
"Today I would like to take a moment to talk about the arduous nature of this industry transformation." This is Chen Hong's opening remarks. He said, "If new energy vehicles are to be industrialized, we must be able to form large-scale production. The key issue is whether new parts and components can have technological breakthroughs, and the cost will decline."
Among the many components, the battery is the first. According to the United States Advanced Battery Alliance (USABC)'s commercial battery standard, the battery mass density should be 170 watt-hours per kilogram, and the highest international level can reach 90 watt-hours, "if calculated in terms of bulk density, the gap is even greater. USABC per kilogram To reach 250 watts, only 100 watts can be achieved internationally."
Including the number of charge and discharge, the international advanced level can only reach 3,500 times, and all domestic manufacturers generally do not exceed 2000, and USABC's standard for commercialization is more than 5,000 times. In terms of cost, the commercialization standard has fixed the price of "per kilowatt-hour" battery at 1,200 yuan, while the domestic level is generally 4,500 yuan to 5,000 yuan.
Chen Hong thinks that any index means that technological "leapfrogging" breakthroughs can solve the above problems. However, in the short term, this is unrealistic. As key technologies cannot be broken, the cost of new energy vehicles will increase substantially. "Plug-in (pluggable) new energy vehicles will increase the cost of 100,000 yuan, and small pure electric vehicles will cost 70,000 yuan."
The newly added cost is unlikely to allow consumers to pay the bill. The only way to reduce the price is to make up for government subsidies and companies to make up for it through other links. “Shanghai GM entered the hybrid LaCrosse in 2007. Using light mixing technology, it increased the cost of 20,000 yuan. Each car company posted 10,000 yuan, and the retail price also increased by 10,000 yuan. The result was still no one to buy. It was very normal."
Joint venture road
During the two sessions in 2009, Chen Hong ushered in the American guest A123 (Gaobo) in Beijing. Chen Hong, who was busy with the proposal, had dinner with guests from afar. They reached a consensus to establish a power battery system company. . The following negotiations are costly, including where the company is located, how intellectual property rights should be handled, and so on.
The negotiation lasted more than half a year. The company named Jiexin Power Battery Systems (hereinafter referred to as “Jiexinâ€) entered Shanghai Jiading District on December 18, 2009, and SAIC sought a controlling position. "There are hundreds of domestic battery companies, but the battery management system is almost blank. Why do we want to cooperate with A123, because the company is a top US battery management system company."
Since the voltage of each battery of a lithium battery does not exceed 3.3 volts, in order to achieve high-voltage discharge, it is necessary to connect hundreds of batteries in series. The battery management system is used to coordinate the battery charge and discharge, and manages the voltage, current, charge, temperature, and high voltage protection of each battery to ensure that the battery “uses the power together to maximize the life protectionâ€.
In addition to the battery management system, Chen Hong believes that the domestic still in the laboratory stage also includes the motor, motor control, electric drive and other technologies. [next]
Taking Toyota, currently mastering a number of electric drive patents, as an example, its technology can achieve smooth switching between electric drive and traditional engine drive. "After Toyota came up with this technology, the whole world could join its alliance and then Toyota would supply it. To participate in this league would have to buy one ticket, at least tens of millions of dollars, and then only Ford took part in. Toyota's product is very It is expensive and there is a limit to the supply. This is a technical monopoly."
In fact, in addition to technological monopolies, foreign advanced automobile manufacturing companies have also set many patent traps in the R&D process. Chen Hong said that domestic auto manufacturers must accelerate the pace of R&D and consciously bypass established patent traps, otherwise they are subject to human rights. The days are hard.
Industry Standard
In October 2008, Buffett spent a total of 1.8 billion Hong Kong dollars to buy shares in BYD, making China's new energy auto companies a target for international capital markets. Almost all vehicle manufacturers have launched their own new energy vehicle plans.
SAIC also has a schedule for the introduction of hybrids in 2010 and the introduction of pure electric vehicles in 2012. However, this timetable is merely a product launch and may take longer to match the actual market demand.
In 2008, the domestic sales of new energy vehicles was 5,600 units, which was more than 50% higher than in 2007, but it was comparable to the figure of 13 million vehicles in the entire industry. The large-scale commercialization of new energy vehicles still requires more effective integration of the entire industry chain and more technological breakthroughs. Li Shufu, chairman of Geely Automobile, once said: “The new energy automobile market will not be able to form a scale until at least 2030.â€
However, this "far-off" Blue Ocean has already led everyone to go ahead and make low-level repeated investment. At present, there are more than 20 lithium-ion battery sales across the country. There are only a hundred battery factories around Shenzhen, and the level of technology is uneven. The inside of the industry is not a “prosperity†seen on the surface, and some deep structural conflicts have gradually emerged.
When the industry's torrents and technological bottlenecks co-exist, Chen Hong feels that he needs to be calmer. In areas such as electric motors and electronic control, SAIC chose joint ventures and other means to seek technological breakthroughs. In terms of batteries, Chen Hong hoped to wait until it had a pure battery manufacturing investment in addition to A123’s battery management system. "Perhaps a breakthrough in a key technology will cause all previous investments to go awry. The current technological change is still too fast."
For the current external environment for the development of new energy vehicles, Chen Hong believes that financial subsidies and standard setting are crucial. Chen Hong revealed that the country has already brewed trials in five cities and plans to provide subsidies for private consumers. However, he also stressed that subsidies must be given to private individuals.
Direct-activeated Pressure Reducing Valve is a new designed valve for reducing pressure. It is used for water supply of buildings such as families, enterprises, schools and hospitals. This type of pressure reducing valve can reduce the water inlet pressure to the pressure suitable for users, it can provide a maximum flow environment for users, and several water equipment can be opened at the same time. The valve has a direct diaphragm driven and internal pressure balanced structure, which can accurately and sensitively adjust the pressure of the outlet. The valve provides a huge flow rate and operates silencely. The maintenance and cleaning of the valve can be carried out directly on the pipeline without removing the valve.
Actuated Valve,Direct Acting Valve,Electric Actuated Valve,Hydraulic Actuated Valve
A1BEST International Corporation , https://www.aone-best.com