"Grassroots" companies are betting that the new energy vehicle parts industry needs to be standardized

The heat of domestic new energy vehicles has cooled, and both the government and vehicle companies are more cautious, but the grassroots enterprises that have joined the key components of new energy vehicles are still interested. Without the introduction of clear technical standards, such enthusiasm is undoubtedly a “gamble” for more than 100 flourishing private parts and components companies in China.

The Enticement of New Energy When Li Shijiang, 61, introduced his company to strangers, he always liked to use the names of two world-renowned fluorine chemical companies in the United Kingdom and Spain.

“There is one fluoridant in the United Kingdom, one fluoropolyfluorene in Spain, and one fluoridant in China.” The Chairman of the Fluoride (002407.SZ) Group hopes that such an analogy can leave a deep impression on the listener.

As a "new recruit" who has just entered the new energy auto parts industry this year, Fluoride indeed needs to increase its visibility.

This privately-run company that has been in the chemical industry for more than a decade has officially entered the lithium battery industry this year. In order to enter this market, the company plans to produce 162 million yuan. This amount accounted for about 20% of the company's operating income last year.

In early September, the first phase of an annual production capacity of 100 million Ah lithium-ion battery production line of Duo Duo Duo (Jiaozuo) New Energy Technology Co., Ltd., a wholly-owned subsidiary of Fluorol, was officially put into operation. Hou Hongjun, general manager of the Fluoride Group, said in an interview with this newspaper that although the company has just started production, the company has orders and there are many intentions. As the demand for electric vehicle companies has not yet broken out, the lithium battery orders currently produced by the company are mainly used. In electric bicycles, electric venues, mobile base station batteries and other fields.

"The goal of Fluoride is still high-end automotive power batteries." Hou Hongjun said frankly. In the announcement, the Fluoride stated in the announcement that after the completion of the lithium battery project, it can realize an annual operating income of 645 million yuan and an average annual net profit of 59.95 million yuan.

This is a foreseeable "blue sea", the national policy support and lead-acid batteries make up a huge alternative space, making the power lithium battery future has unlimited potential. China Investment Consulting analysts estimate that by 2012, there will be about 70 billion yuan of market space for power batteries.

The huge market space has made domestic companies involved in new energy battery fields spring up in recent years. Not only the “grassroots” private enterprises in Shandong, Henan, Jiangsu, Zhejiang and Guangdong have been extremely active, but also foreign battery manufacturers have actively established relationships with domestic auto companies. Joint venture company, layout this area.

According to a report from the China Investment Advisor, the number of newly-added lithium battery companies in China was about 1,500 in 2009, and there are currently more than 100 active companies in the market.

According to Li Shijiang’s predictions, raw materials for lithium batteries and lithium batteries face great opportunities. It is initially estimated that the amount of lithium batteries required for the development of electric vehicles is at least 10 times at present.

CCID Consulting released "China's lithium ion industry map white paper (2011)" shows that in 2010, China's lithium-ion battery market reached 27.61 billion yuan, an increase of 37.9% over 2009. From a production perspective, China's lithium-ion battery production in 2010 reached 3.67 billion, an increase of 33.9%.

This means that in the future, a lithium battery market with a scale of 100 billion yuan will be formed. In the eyes of related companies, this is like a huge magnet.

But the development status of the new energy auto industry is that, from the beginning of the concept of new energy two or three years ago, the technical path to the entire vehicle company, the development mode of charging facilities, and the main attack direction of the parts and components companies are lacking due to the lack of With unified national standards, this industry has always been in the stage of "respectively" with broad prospects but no order.

The most obvious is the choice of charging mode. From the mode of power exchange advocated by the State Grid, to the current mainstream of slow charging, it becomes the mainstream voice, which is a big test for the parts and components companies in the upstream of the industrial chain.

Among several listed companies in the field of lithium batteries, the technical direction is different. Rare earth Hi-Tech (600111.SH) facilitated the development of nickel-metal hydride battery project lithium batteries with the funds raised from the initial issuance of shares in 1997, and Aoke Liyuan (600478.SH). ) is seeking a shift from Toyota HEV nickel-metal hydride battery material suppliers to nickel metal hydride battery packs as finished product suppliers.

The Lithium Manganate produced by CITIC Guoan (000839.SZ), a subsidiary of CITIC Guoan Mengli Power Technology Co., Ltd., has been used as a power battery for cathode materials and has been assembled on 50 pure electric buses during the Olympic Games. Jiangsu Cathay Pacific (002091.SZ) and Fluorine are mainly focused on lithium battery electrolytes, of which Jiangsu Cathay Pacific has a domestic market share of over 30%.

Judging from the current situation, domestic lithium battery manufacturers are mostly small private enterprises. They have relatively large technologies, from the production of electrolytes, the production of positive and negative materials to the production of separator materials, and the production of power management devices. barrier. People in the industry believe that this phenomenon of “respecting one's own politics” has led to an excessively long industrial chain and it is difficult to guarantee the quality, safety, and service life of batteries.

In addition, the current mode of conversion is controversial, and the slow charging method has gradually become the mainstream opinion. Like other enterprises involved in this field, the polyfluoride of the switching mode also faces considerable policy risks.

Huang Xuejie, a researcher at the Institute of Physics of the Chinese Academy of Sciences, believes that the research and development of electric vehicle batteries in China started earlier. Although there are more than 100 companies that have passed the test, there are few who can get on the train. In his opinion, this is due to the lack of a unified national evaluation system, the confusion of the judging standards, and the low threshold.

Although slightly delayed, government agencies have already taken action. In order to clearly understand the development of the domestic new energy battery industry, the Ministry of Industry and Information Technology recently selected 68 domestic new energy battery and key material companies, 48 ​​drive motor companies, and 32 battery management system companies to carry out research. For the upcoming "Energy Conservation and New Energy Vehicle Industry Development Plan" (hereinafter referred to as the "plan") to provide the final reference.

The "Planning" consultation draft proposes that in the next five years, a key component industrial system supporting large-scale industrialization of electric vehicles will be formed. It has realized the localization of key materials and production equipment for power batteries; it has formed large-scale enterprise groups of key components, among which key components such as power batteries and motors have formed 3 to 5 key enterprises, and the industrial concentration has exceeded 60%. By 2020, the degree of industrial concentration will reach more than 80%.

However, in fact, more multinational component giants have recently accelerated their entry into China. For private enterprises, it is no easy task to become the first camp in the industry.