鋰電池產(chǎn)業(yè)為什么會(huì)得不到重視呢、
來(lái)源：寶鄂實(shí)業(yè)
2019-06-22 10:05
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First of all, the profit composition of electric vehicles compels Europe to build its own battery productivity. Developed countries in Europe and the United States have always occupied the top of the global automobile industry chain, and obtained high profits. They have always made trade-offs with high profits for the industrial layout. Previously, they believed that the battery industry was a low value-added, low-profit industry, so they did not attach much importance to the lithium battery industry. European and American automobile companies initially chose fuel cells instead of lithium-ion batteries in the technical route of electric vehicles. Therefore, the development of power batteries in the past few years has not done its utmost, often a little.
Today, however, both European Union governments and major automotive companies have suddenly found an unacceptable reality: power batteries account for nearly 40% of the cost of electric vehicles, and more than 90% of the market share is tightly held by Chinese, Japanese and Korean enterprises. The world's largest supplier of power batteries, with gross margins close to 40% in its 2018 annual report, makes less than 8% of the profits of the automotive giants that accompany it.
It has always been the whole vehicle control industry chain to make big profits. Now the situation is reversed. The big profits are taken away by the suppliers of spare parts, which is absolutely unacceptable to the automobile enterprises.
Secondly, the accelerator of new energy vehicles in Europe, which should be the electric valve, has stepped on the floor. Previously, European auto companies were fascinated by the high profits of traditional automobiles, which contradicted the development of new energy vehicles. But in 2015, when Volkswagen was caught up in the "emissions gate" incident and its proud reputation as a "clean diesel engine" was shattered, the automotive Empire faced a huge crisis: high-level personnel changes, evaporation of market value, huge fines, millions of vehicles to be recalled...
Subsequently, the painful Volkswagen regards EV as the core part of its future strategy. In 2017, it released Roadmap, the most comprehensive EV strategy in the global automotive industry at that time, declaring that by 2030, Volkswagen Group's entire vehicle lineup will be electrified.
Emission gates affect not just Volkswagen, but the European automotive industry as a whole. On December 12, 2015, the United Nations adopted the Paris Climate Agreement, aiming to control global temperature rise by limiting carbon emissions. In order to meet the carbon emission constraints, the European Union has adopted very stringent standards on automobile emissions. The European Commission requires automobile manufacturers to further reduce their average carbon dioxide emissions by 30% by 2030 on the basis of 2021. With the change of power structure, the progress of power technology and the expansion of cogeneration scale, the greenhouse gas emission of pure electric vehicles in the whole life cycle is 23.5 tCO2 e/vehicle in 2020. Compared with traditional gasoline vehicles, the greenhouse gas emission reduction of pure electric vehicles in the whole life cycle is up to 18%, and the emission reduction effect can not be ignored. The European automotive industry, which has suffered from the exhaust doors of fuel vehicles, has realized that full-scale electrification is the only way for automotive enterprises to enter the future.
Finally, referring to the Samsung cell phone battery explosion, the impact on the Samsung brand is still a pain point. The safety of power batteries has a greater impact on the brand of automobile companies. If there is a battery problem, the most serious injury must be the brand of the vehicle manufacturer. Moreover, the safety level of automobiles is incomparable with that of general consumer electronics products.
Battery is the power source of the car, just like the engine to the car. Under the dual effect of cost and quality, the traditional car has never had a general engine, and the large automobile companies control the production of the engine by themselves. Similarly, electric vehicle batteries will not appear in general models, each car company will have its own considerations on battery charging speed, rate, capacity, safety level and life according to the characteristics of its own car. Therefore, even though European enterprises failed to invest in lithium-ion power in the first ten years, it is time for them to make up their minds and build their own battery factories and master battery technology in order to take the road of electrification.
Of course, through the lessons of the previous failure to develop lithium batteries, Europeans realize that although the production threshold of lithium batteries is not high, it is not overnight to do well. Objectively speaking, European automotive enterprises lack the technological foundation of lithium battery and accumulated manufacturing experience. If they build their own core factories, it will be difficult to meet the increasing cost control requirements of new energy vehicles. In order to control the battery industry, European auto companies must develop power batteries strategically.首先，電動(dòng)車的利潤(rùn)構(gòu)成，逼迫歐洲必須自建電池生產(chǎn)力，歐美發(fā)達(dá)國(guó)家一直占據(jù)全球汽車產(chǎn)業(yè)鏈的頂端，而獲得高額利潤(rùn)，對(duì)于產(chǎn)業(yè)布局向來(lái)以利潤(rùn)高下來(lái)做取舍。之前他們認(rèn)為電池產(chǎn)業(yè)是一個(gè)低附加值、低利潤(rùn)率的行業(yè)，因此不太重視鋰電池產(chǎn)業(yè)。歐美車企在電動(dòng)汽車技術(shù)路線上的最初選擇是燃料電池，而非鋰離子電池。所以前些年發(fā)展動(dòng)力電池并未盡全力，往往淺嘗輒止。
但時(shí)至今日，無(wú)論是歐盟各國(guó)政府，還是各大車企，突然發(fā)現(xiàn)了一個(gè)不能接受的現(xiàn)實(shí)：占據(jù)電動(dòng)汽車成本近40%的動(dòng)力電池，超過(guò)九成以上的市場(chǎng)份額都被中日韓三國(guó)企業(yè)緊緊扼住。全球最大動(dòng)力電池供應(yīng)商，其2018年年報(bào)公開(kāi)的毛利率接近40%，而與之配套的整車巨頭們的利潤(rùn)卻不到8%。
從來(lái)都是整車控制產(chǎn)業(yè)鏈，獲取利潤(rùn)大頭，現(xiàn)在局面反過(guò)來(lái)了，利潤(rùn)的大頭被零部件供應(yīng)商拿走了，這是車企絕對(duì)不能接受的。
其次，歐洲發(fā)展新能源車的油門，準(zhǔn)確說(shuō)應(yīng)該是電門，踩到底了。由于之前歐洲車企迷戀傳統(tǒng)汽車高額利潤(rùn)的好日子，對(duì)發(fā)展新能源車抱有抵觸。但在2015年，大眾深陷“排放門”事件，其引以為傲的“清潔柴油發(fā)動(dòng)機(jī)”名聲掃地，汽車帝國(guó)面臨巨大危機(jī)：高層人事變動(dòng)、市值蒸發(fā)、巨額罰款、百萬(wàn)計(jì)的待召回車輛……
隨后，痛定思痛的大眾將電動(dòng)汽車視為未來(lái)戰(zhàn)略的核心部分，并于2017年發(fā)布了當(dāng)時(shí)全球汽車行業(yè)內(nèi)最全面的電動(dòng)化戰(zhàn)略Roadmap，宣稱最晚到2030年，大眾汽車集團(tuán)的整個(gè)車型陣容將實(shí)現(xiàn)電動(dòng)化。
排放門事件影響到的不僅是大眾汽車，而是整個(gè)歐洲汽車產(chǎn)業(yè)。2015年12月12日，聯(lián)合國(guó)通過(guò)《巴黎氣候協(xié)定》，意圖通過(guò)約束碳排放控制全球氣溫升幅。為兌現(xiàn)碳排放約束目標(biāo)，歐盟對(duì)汽車排放采取了非常嚴(yán)苛的標(biāo)準(zhǔn)，歐盟委員會(huì)要求汽車制造商將2030年二氧化碳的平均排放量在2021年的基礎(chǔ)上進(jìn)一步減少30%。在電力結(jié)構(gòu)變化、電力技術(shù)進(jìn)步和熱電聯(lián)產(chǎn)規(guī)模擴(kuò)大的情況下，2020年純電動(dòng)汽車全生命周期溫室氣體排放為23.5tCO2e/輛，與傳統(tǒng)汽油車相比，純電動(dòng)汽車全生命周期溫室氣體減排力度達(dá)18%，減排效果不容忽視。飽受燃油車排放門折磨的歐洲汽車工業(yè)已經(jīng)意識(shí)到，全面電動(dòng)化是汽車企業(yè)通往未來(lái)的唯一出路。
最后，參考三星手機(jī)電池爆炸，對(duì)三星品牌的打擊之深，至今仍是痛點(diǎn)。動(dòng)力電池安全與否對(duì)車企品牌的影響更加巨大，如果電池出問(wèn)題，受傷最深的一定是整車制造商的品牌，況且，汽車的安全等級(jí)是一般消費(fèi)類電子產(chǎn)品無(wú)法比擬的。
電池是車的動(dòng)力來(lái)源，就像發(fā)動(dòng)機(jī)之于汽車，在成本和品質(zhì)的雙重作用下，傳統(tǒng)汽車從來(lái)沒(méi)有出現(xiàn)過(guò)通用發(fā)動(dòng)機(jī)，大型車企都是自己掌控發(fā)動(dòng)機(jī)的生產(chǎn)。與之同理，電動(dòng)車的電池也不會(huì)出現(xiàn)通用型號(hào)，每家車企將根據(jù)自己車的特點(diǎn)，對(duì)電池的充電速度、倍率、容量、安全等級(jí)、壽命均有自己的考量。因此，縱然歐洲企業(yè)前十年的鋰電投資失敗，但現(xiàn)在則到了必須下決心的時(shí)候了，要走電動(dòng)化道路，就必須自建電池廠，掌握電池技術(shù)。
當(dāng)然，通過(guò)前面發(fā)展鋰電池的失敗教訓(xùn)，歐洲人認(rèn)識(shí)到鋰電池生產(chǎn)門檻雖然不高，但要做好也絕非一朝一夕?？陀^來(lái)說(shuō)，歐洲車企缺乏鋰電池技術(shù)功底，以及生產(chǎn)制造經(jīng)驗(yàn)累積，如果車企獨(dú)自建設(shè)電芯工廠，將很難達(dá)到新能源汽車日益增長(zhǎng)的成本控制要求。歐洲車企要實(shí)現(xiàn)對(duì)電池產(chǎn)業(yè)的掌控，就必須有策略的發(fā)展動(dòng)力電池。 ??, ???? ?? ??? ??? ??? ???? ???? ???, ??? ?? ???? ?? ?? ??? ?? ??? ??? ????, ??? ??? ??, ??? ????? ?? ??? ?? ????.??? ??? ??? ?????, ????? ????? ???? ?? ??? ??? ???? ??.???? ????? ?? ???? ??? ?? ???? ??? ?? ??? ????.??? ?? ???? ???? ??? ??? ???, ?? ?? ????.
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