The New Energy Automobile's Virtual Fire Parts and New Deal

Invisible smoke is spreading over the Sino-U.S. new energy auto industry. The focus of competition between the two parties is the core components and technologies of new energy vehicles that are still in the research and development stage.

A few days ago, two U.S. senators had difficulties in the regulation of Chinese electric vehicle technology. Carl Levin and Debbie Stabilo are inspiring the U.S. government to intervene in the Chinese Electric Vehicle Technology Regulations because it will hinder U.S. car companies from entering the Chinese electric car market. The two senators said: "The regulations will require car manufacturers that produce electric cars in China to achieve 'proficiency in' the production of auto parts. China may require localization of hybrid and electric vehicle parts."

Industry insiders pointed out that this may trigger a trade protection war for the second Chinese and foreign auto parts policy. Because the Chinese authorities are interested in increasing the control of core components of new energy vehicles. On April 1, the National Development and Reform Commission issued the "Guidance Catalogue for Foreign Investment Industries (Revised Consultation Draft)" (hereinafter referred to as the "Draft for Comment"). The ED clearly states that “the proportion of key spare parts for new energy vehicles and foreign capital (shareholdings) is no more than 50%.” This is also the first time that the Chinese authorities have clearly specified the ratio of joint ventures for key components of new energy vehicles.

Multinational car companies, such as the seizure draft, have caused a stir in the auto parts industry. Yesterday, Delphi China senior officials told reporters, "Delphi is very concerned about this policy, and hopes that the policy will eventually make the young Chinese new energy automobile industry develop healthily." And when a senior multinational auto parts giant saw China, the attitude was very different. He This article was quickly forwarded to peers and lamented: "This is where to encourage foreign investment in key areas of new energy vehicles, more like restrictions, otherwise there will be 50% of shares than the provisions of this article."

The concerns of high-level multinational auto parts companies mainly focus on two aspects. First, the core parts and components of new energy vehicles will eventually have to be domesticated and joint ventures, otherwise it may be difficult to get the project.

A senior Chinese executive of the multinational auto parts giant stated that “when a vehicle manufacturer wants to launch a new energy vehicle project, it may need to self-examine or provide relevant certifications to the competent authorities, such as the localization rate of key components for key new energy vehicles. If it is not achieved, the project may not be approved.” He also asked: “The draft of the draft has almost completely eliminated the core components of new energy vehicles. Does this mean that all relevant core components must be localized?”

It is understood that the solicitation draft not only clearly lists the types of core components, but also lists the specific standards for each category, such as "energy-type power batteries (energy density ≥ 110Wh/kg, cycle life ≥ 2000 times), battery positive Material (specific capacity ≥150mAh/g, cycle life 2000 times no less than 80% of original discharge capacity), battery separator (thickness 15-40μm, porosity 40%-60%); battery management system, motor management system, electric Automotive electronic control integration; electric vehicle drive motor (peak power density ≥ 2.5kW/kg, high efficiency area: 65% work area efficiency ≥ 80%), automotive DC/DC (input voltage 100V-400V), high-power electronic devices ( IGBT, voltage class ≥ 600V, current ≥ 300A); plug-in hybrid electromechanical coupling drive system; electric air conditioning, electric brake, electric power steering; idle start and stop system; wheel hub motor system, fuel cell stack and its parts, Vehicle hydrogen storage system, car charger, non-vehicle charging equipment, etc."

The second concern is whether the draft of the draft, once passed, is retrospective. For example, whether a joint venture auto parts company established before the introduction of the policy needs to redistribute the equity ratio according to the new policy. A person in charge of an European multinational auto parts company doubted that “the parts listed in the Exposure Draft can be used on conventional cars as well as on new energy vehicles. For example, the idle start-stop system has been To achieve large-scale production in China, is it necessary to adjust the equity ratio according to the new policy in the future?"

What is the most important thing for the talented person to make the Chinese authorities recall the curse? What impact will this have on the core components of China's new energy vehicles?

The reporter learned from the Tianjin Automotive Technology and Research Center that the introduction of the New Deal was to rob the commanding heights of the global new energy vehicle, and also because of the unwillingness to repeat the development of China's traditional automotive industry.

When the introduction of foreign investment in the development of the Chinese traditional automobile industry, the joint venture model of market-for-technology was criticized. Because only the ratio of the entire vehicle joint venture is specified, no provisions are made on the production of auto parts, especially the core parts, so that China has not yet mastered the core powertrain technologies such as engine and transmission. Luo Lei, deputy secretary-general of the China Automobile Dealers Association, pointed out that "new energy automobile technology can no longer be controlled by foreign capital."

In this regard, the aforementioned high-level multinational auto parts giants agree, but the field of new energy vehicles is different from traditional cars. First, unlike the traditional automotive industry, the core components of new energy vehicles are still in the early stage of R&D or investment, requiring large investments and long-term waits. According to report, although some foreign companies have mastered the core technologies of lithium-ion batteries for new energy vehicles, the Chinese partners do not intend to invest in shares. Taking the lithium battery project investment as an example, it will take at least several billion yuan, and it will take five to ten years before it can be commercialized. Second, if the draft is approved, cross-border car companies will have to reconsider the new energy field in China. The layout does not exclude the possibility of transferring to Singapore and other countries. For example, when a Singaporean engineer goes to the United States to train a new energy vehicle related project, the Singapore government will fund half of the cost. Delphi currently has more than 60 new energy automotive teams in Singapore.

According to industry insiders, “Singapore’s approach is more astute. Compared with limiting the number of joint ventures, talent is the most important. New energy vehicles are new industries after all, and they need continuous research and development. Foreign funds have cultivated a group of new energy vehicles in China. This will be the most valuable asset for the future development of China's new energy vehicles."

The senior Chinese multinational auto parts giant said with some resentment: “If we do not have control over the joint venture company, how will we guarantee our own interests? How do we ensure that the advanced technology we introduce does not fall behind? These technologies are, after all, our huge investment for many years.”