目前，中国动力电池行业可以用“内卷”来形容，在三元锂电池和磷酸铁锂电池争夺谁是老大的背景下，锂电池家族成员也不断扩大，从比亚迪的刀片电池，到特斯拉的4680圆柱电池，再到宁德时代的麒麟、M3P(配置|询价)电池等等，一个个行业巨头不断刷新动力电池的极限。而这种“内卷”也在向海外蔓延，将来很有可能会重塑全球动力电池新格局。

　　从“内卷”到“外卷”

　　截至2021年末，我国新能源汽车产销量连续7年世界第一。乘联会数据显示，2022年上半年，中国新能源乘用车在世界新能源车市场占比高达59%，而作为新能源汽车最重要的零部件动力电池，国内出货量也在节节攀升。

　　最新数据显示，2022年上半年，我国动力电池累计装车量为110.1GWh，累计同比增长109.8%。其中，三元电池累计装车量45.6GWh，占总装车量41.4%，累计同比增长51.2%；磷酸铁锂电池累计装车量64.4GWh，占总装车量58.5%，累计同比增长189.7%。

　　由此可见，新能源汽车对动力电池的需求日渐升高，值得关注的是，中国动力电池企业在新能源汽车行业也有着举足轻重的地位。不过自从去年开始，锂电池的原材料价格上涨迅猛，让动力电池企业叫苦不迭，今年上游材料继续大幅上涨，更是给锂电池生产企业带来很大压力，动力电池增收不增利的现象越发明显。

　　不过，国内动力电池厂并没有退缩，而是顶住业绩压力，开启疯狂扩产模式。据电池网不完全统计，今年上半年以比亚迪、欣旺达、中创新航等为代表的锂电池企业相继公布了多个新投建项目，整体投建资金超4391亿元，建设年产能达1069GWh（部分项目未披露投资金额及产能），相比去年同期进一步加速。

　　另外，从一线的宁德时代、比亚迪，到二线的国轩高科、中创新航（中航锂电）、蜂巢能源、亿纬锂能，再到三线的孚能科技、瑞浦能源、欣旺达等，所有主流动力电池厂商都在扩张，并且定下了2025宏大的产能目标。

　　而在新产品技术方面也在不断进化，宁德时代发布了麒麟电池，采用第三代CTP迭代技术，可实现整车1000公里续航、10分钟快充，消息一出，立刻引发业界欢呼声一片。

　　此外，比亚迪在今年5月推出的CTB电池车身一体化技术，将电池上盖与车身地板合二为一，从原来的电池包“三明治”结构，进化成整车“三明治”结构，提升了整体结构强度；还有1月广汽埃安推出的搭载海绵硅负极片电池技术，其CLTC综合工况续航里程可达到1008km。

　　很显然，“内卷”如今已经成为动力电池的标签，关于动力电池竞争格局也在日新月异，磷酸铁锂、三元、固态锂电、燃料电池，技术路径尚未定型，方形、圆筒型谁更好尚未可知，谁也不能保证未来哪一个技术路线会胜出。

　　一边是动力电池企业抱怨不赚钱，一边却又在疯狂扩产、加码投资，与同行激烈竞争。各大厂商不断加快技术迭代和新型电池研究时，爆发式增长的动力电池产业无疑引起了业内质疑，市场、舆论都会担心动力电池产能过剩，给企业盈利带来困扰。

　　如果按照国内这些企业产能目标推进，整个动力电池行业必然会出现产能过剩问题。只是在下游电池需求确定性增长的背景下，每个身处当中的企业都更愿意相信自己可以乘风飞起。至于是否会面临产能过剩，他们都表现出了绝对的自信。

　　虽然国内会出现产能过剩问题，但不能忽视的一点，国内动力电池企业的内卷竞争，正在改变全球动力电池市场的竞争格局。

　　随着全球电动化进程的推进，新能源汽车市场的规模还在不断扩大，动力电池作为电动车最重要的组成部分，对其需求也在不断扩大。

　　再加上欧洲各国持续对新能源汽车行业加码，尤其是2020年以后，更是对新能源汽车行业给出了很多重磅补贴政策，推动新能源汽车终端销量大幅度上行。

　　比如美国鼓励新能源汽车企业发展，同时崛起了特斯拉、Rivian等新势力，以及通用汽车、福特、Stellantis、大众、奔驰、日产、现代、丰田等传统车企巨头在北美的电动化布局，相应带来动力电池需求的大幅增长。因此，也吸引了国内动力电池巨头赴海外建厂。

　　数据显示，2021年全球动力电池装机量达292GWh。预计至2022年，全球动力电池装机量将达到443GWh。在巨大的市场面前，国内动力电池企业并未满足于中国市场，在巩固国内市场份额的同时，也在加快走向海外。

　　SNE Research数据显示，今年上半年，全球动力电池装机量前20企业中，有15家是中国企业；在增速超过100%的12家动力电池商中，有11家为中国企业。

　　这组数据背后反映出，中国动力电池企业已经由“内卷”开始走向 “外卷”，都想率先抢到这块大蛋糕，同时也表现出足够的自信，想要开启更大的市场和未来。

　　出海抢订单已成必然

　　目前国内动力电池厂已经开始扩充产能，不过随之也带来了产能过剩问题，为了将过剩的产能更好地消化，动力电池企业开始拓展全球布局已是必然。于是就有了像宁德时代、国轩高科、远景动力这样的中国动力电池企业组团在海外建立电池厂的行动。

　　如今，中国动力电池企业布局海外市场最具代表的是宁德时代。自从2018年特斯拉在中国建厂后，宁德时代成功拿下了特斯拉的动力电池供应链，这也加速了其登顶全球最大动力电池企业宝座的步伐，也让其成为国内全球化程度最高的动力电池企业。

　　最近几年数据显示，宁德时代国际业务占整体营收比例迅速上升，2018年海外总营收只占3.53%，到去年就升至21.4%，而今年上半年，宁德时代海外动力电池装机量约占其总出货量的23.91%，上升速度十分迅猛。

　　在这样的大背景下，也加速了宁德时代海外建厂的步伐。相比之下，虽然国内其他动力电池企业规模体量不如宁德时代，但也在加速出海进度，争抢国际车企的订单。

　　此前，国轩高科曾宣布与美国一家大型上市公司就磷酸铁锂电池供应达成合作，从2023年到2028年，上述美国企业预计将采购总量不低于200GWh的磷酸铁锂电池；

　　另外与博世、塔塔集团、大众汽车集团、VinFast 等汽车厂商达成战略合作，将于2025年实现年产能为300GWh的目标，来自海外生产基地的产能为100GWh。

　　还有孚能科技则与戴姆勒深度合作，目前其为奔驰EVA2平台研发的电池已经量产下线，其首款纯电动车型EQS(配置|询价)也已经在北美上市。

　　除此之外，亿纬锂能获得了宝马、现代起亚、捷豹路虎等多家国际一线车企的青睐，欣旺达也已成功进入雷诺的供应商体系，并计划与日产联合研发下一代电动汽车电池。

　　国内动力电池企业走出去也赚得了第一桶金。有数据显示，宁德时代以16.2GWh的装机量位居海外市场第三位，市占率为18%，远景动力、欣旺达、比亚迪也排在了前十位，特别是欣旺达，海外市场装机量增长十分迅猛。

　　值得关注的是，虽然海外动力电池市场同样群雄竞逐，但竞争强度实际上相对和缓，而企业的毛利率也会普遍高于国内。所以，相对来说，对于电池“出海”这条路，企业充满了信心，而且也更加值得期待。

　　前面我们也曾提到，新能源汽车对动力电池的需求日渐增长，而国内动力电池厂商也如雨后春笋般接踵而至，这也会导致国内竞争更加激烈，动力电池产能过剩的现象。

　　值得关注的是，当前全球汽车电动化已经成为大趋势，缺乏就近配套电池产能也意味着市场潜力更大，于是出海就正在成为拥挤产能的一个重要去处，帮助国内动力电池企业打开新的空间。

　　就自身条件来讲，国内二线动力电池企业技术实力不错，虽然部分一线国际主机厂有将其作为二供、起到制衡和替补作用的意图，但这同时也证明了，部分国内二线电池厂的技术能力已经初步获得了下游客户认可。

　　从数据就可以看出，上半年国内装机量排名前十的动力电池厂商中，只有LG一家外资企业，其他都是中国品牌动力电池企业，这也是对国内动力电池技术的认可，本土品牌在国内获得了绝对优势。

　　此前依托技术优势打开海外市场的国轩高科，被大众汽车斥资11亿欧元（约合人民币78亿元）收购股份，有了大众背书的国轩高科海外市场的道路越走越顺畅，今年3月公司已经取得大众汽车正式量产定点，相关产品将用于大众汽车最大的新能源汽车平台，尽快实现量产。

　　据悉，国轩高科以自己的技术优势，取得大众汽车的认可，并且正在协助大众汽车在德国建设欧洲最大的动力电池工厂。另外，比亚迪的刀片电池也将努力拓展海外市场。其中比亚迪在泰国投产的海豚(配置|询价)车型就将搭载比亚迪自研的刀片电池。

　　因此，国内动力电池企业纷纷“走出去”，动力电池巨头的全球布局对于适应全球汽车电动化的新格局有益。值得一提的是，近年来尤其是国内动力电池巨头的技术进步速度加快，有了更多的自信，拓展海外市场成为必然。

　　走出去有机遇也有风险

　　不可否认，需求缺口是国内动力电池厂商走向海外建厂的契机，但是随着国内动力电池企业的大规模出海，不可避免会与海外竞争对手形成正面交锋。所以，对于赴海外建厂的动力电池企业而言，除了市场“蛋糕”的诱惑，也存在始料未及的风险。

　　事实上，虽然欧洲市场会在很长一段时间依赖亚洲的电池和技术，但是中国动力电池企业出海仍然也会面临重重挑战。

　　首先就是严苛的碳排放标准，在欧盟委员会提出的新电池法规中，就明确要求确保投放到欧盟市场的电池在整个生命周期中均要实现可持续性和安全性，同时还规定从2024年7月1日开始，只有已建立碳足迹声明的可充电工业和电动汽车电池才能投放市场。

　　欣旺达电池总裁梁锐曾表示，“在欧盟和国外相关环保的大背景下，客户提出非常明确的减碳和回收的要求，比如宝马、大众、奔驰、雷诺、沃尔沃等整车企业，对低碳生产、材料回收、LCA（电池全生命周期碳排放）都有了非常明确的要求，这对动力电池企业来说还是挑战蛮大的。”

　　对此行业人士认为，关于海外政策法规的管控趋严有几点值得关注，凡是到欧洲建厂的电池企业都要随附碳足迹声明，需要说明碳足迹的性能等级以及在未来一个时间点要满足碳足迹限值的要求。

　　另外还要对再生材料的使用比例提出要求，比如钴、锂、镍，电池新品材料当中所含有的再生材料的含量要达到比例要求，有利于电池回收利用。

　　所以，走出去的企业除了要与当地本土企业展开竞争外，还要面临国际车企合作配套经验不足，文化差异，以及碳排放、知识产权、基建等各方面的挑战。

　　其中，此前就有韩国报道称，赴美建厂的动力电池企业被要求在建厂的同时要交出核心技术。其中韩国动力电池企业LG新能源、SK On等都遇到过类似的情况，在赴美投资建厂的过程中，均被相关车企要求“共享核心技术资料”。

　　据悉，LG新能源计划与通用汽车建立电池合资企业，同时在美国设立3家电池工厂。但在谈判环节，通用汽车却以“为了确认电池的安全性”为由，向LG新能源索取与电池稳定性直接相关的电池输出实验数据。

　　所以，除了政策、市场、管理等方面的风险，对于实力日益增强的中国电池企业来说，技术保护、知识产权风险等方面的问题也变得愈发突出。在海外建厂如何依法保护自身知识产权，也是中国动力电池企业出海面临的新课题。

　　行业专家表示，韩国已经将动力电池、高端汽车芯片、车联网通信等自研核心技术纳入“国家战略技术”予以保护。这也值得我们学习，在新能源汽车产业链、供应链全球化以及国内企业纷纷“走出去”的背景下，依法保护措施应该跟上。

　　不过，中国动力电池企业出海也不必过于悲观，毕竟在二、三十年的发展中积累和建立的强大供应链和合作关系，以及规模化效应突出，还有产品广泛、就是领先、研发成本低等优势都将成为中国动力电池企业出海的优势。

　　总结

　　客观来讲，中国动力电池企业出海建厂机遇与风险同在。一方面要警惕“技术共享”背后所带来的风险利弊，谨慎考虑“用技术换市场”是否值得；另一方面也能以此为契机，打入海外市场，有望改变全球动力电池市场格局。

　　无论如何，这次进入海外市场也会成为中国动力电池企业走向国际化的一大契机，虽然这条路充满荆棘、困难重重，但中国动力电池企业已经做好志在必得的准备。

In the previous era, the most important thing for fuel vehicles was the engine, but China was not at the forefront of the development trend at that time; now in the era of electrification, we have successfully achieved corner overtaking through new energy vehicles, and led the trend of the times. It has made the power battery a standard, leading the world. China's power battery rolls to the world to accelerate the reshaping of the pattern

At present, China's power battery industry can be described as "internal volume". In the context of the competition between ternary lithium batteries and lithium iron phosphate batteries for who is the boss, the members of the lithium battery family are also expanding, from BYD's blade batteries to Tesla's From the 4680 cylindrical battery pulled, to the Kirin and M3P (configuration|inquiry) batteries of the Ningde era, one by one industry giants continue to refresh the limits of power batteries. And this "involution" is also spreading overseas, and it is likely to reshape the new pattern of global power batteries in the future.

From "inside" to "outside"

As of the end of 2021, my country's new energy vehicle production and sales have ranked first in the world for seven consecutive years. According to data from the Passenger Federation, in the first half of 2022, China's new energy passenger vehicles accounted for 59% of the world's new energy vehicle market, and as the most important component of new energy vehicles, power batteries, domestic shipments are also increasing. rising.

The latest data shows that in the first half of 2022, the cumulative installed capacity of power batteries in my country was 110.1GWh, a cumulative increase of 109.8% year-on-year. Among them, the cumulative loading of ternary batteries was 45.6GWh, accounting for 41.4% of the total loading, with a cumulative year-on-year increase of 51.2%; the cumulative loading of lithium iron phosphate batteries was 64.4GWh, accounting for 58.5% of the total loading, with a cumulative year-on-year increase of 189.7%.

It can be seen that the demand for power batteries for new energy vehicles is increasing day by day. It is worth noting that Chinese power battery companies also play a pivotal role in the new energy vehicle industry. However, since last year, the price of raw materials for lithium batteries has risen sharply, causing power battery companies to complain. .
China's power battery rolls to the world to accelerate the reshaping of the pattern

However, the domestic power battery factory did not shrink back, but withstood the pressure of performance and started a crazy production expansion mode. According to the incomplete statistics of the battery network, in the first half of this year, lithium battery companies represented by BYD, Xinwangda, and China Innovation Aviation have successively announced a number of new investment and construction projects. The overall investment and construction funds exceeded 439.1 billion yuan, and the annual construction capacity reached 1069GWh (some projects did not disclose the investment amount and production capacity), which further accelerated compared with the same period last year.

In addition, from the first-tier CATL and BYD, to the second-tier Guoxuan Hi-Tech, Zhongxinhang (AVIC Lithium), Honeycomb Energy, Yiwei Lithium Energy, to the third-tier Funeng Technology, Ruipu Energy, Xinwangda, etc., All mainstream power battery manufacturers are expanding and have set ambitious production capacity targets for 2025.

In terms of new product technology, it is also constantly evolving. Ningde era released the Kirin battery, which adopts the third-generation CTP iteration technology, which can achieve 1,000 kilometers of battery life and 10-minute fast charging. As soon as the news came out, it immediately caused cheers in the industry.

In addition, BYD launched the CTB battery body integration technology in May this year, which combines the battery cover and the body floor into one, from the original battery pack "sandwich" structure to the vehicle "sandwich" structure, which improves the overall Structural strength; there is also a battery technology equipped with sponge silicon anode chips launched by GAC Aeon in January, and its CLTC comprehensive operating range can reach 1008km.

Obviously, "internal volume" has now become the label of power batteries, and the competition pattern of power batteries is also changing with each passing day. The technical path of lithium iron phosphate, ternary, solid-state lithium batteries, and fuel cells has not yet been finalized. It is not yet known, and no one can guarantee which technical route will win in the future.

On the one hand, power battery companies complain that they are not making money, but on the other hand, they are frantically expanding production, increasing investment, and competing fiercely with their peers. When major manufacturers continue to accelerate technology iteration and new battery research, the explosive growth of the power battery industry has undoubtedly caused doubts in the industry. The market and public opinion will worry about the excess capacity of power batteries, which will bring trouble to corporate profits.

If the production capacity targets of these domestic enterprises are advanced, the entire power battery industry will inevitably suffer from excess capacity. It's just that under the background of the deterministic growth of downstream battery demand, every company in it is more willing to believe that it can fly by the wind. As for whether they will face overcapacity, they have shown absolute confidence.

Although there will be overcapacity problems in China, it cannot be ignored that the internal competition of domestic power battery companies is changing the competitive landscape of the global power battery market.

With the advancement of the global electrification process, the scale of the new energy vehicle market is still expanding. As the most important part of electric vehicles, the demand for power batteries is also expanding.

In addition, European countries continue to increase the weight of the new energy vehicle industry, especially after 2020, they have given a lot of heavy subsidy policies to the new energy vehicle industry, which will promote a substantial increase in the terminal sales of new energy vehicles.
China's power battery rolls to the world to accelerate the reshaping of the pattern

For example, the United States encourages the development of new energy vehicle companies, and at the same time, new forces such as Tesla and Rivian have emerged, as well as the electrification layout of traditional car giants such as General Motors, Ford, Stellantis, Volkswagen, Mercedes-Benz, Nissan, Hyundai, and Toyota in North America. Correspondingly, the demand for power batteries has increased significantly. Therefore, it has also attracted domestic power battery giants to build factories overseas.

The data shows that in 2021, the global installed capacity of power batteries will reach 292GWh. It is estimated that by 2022, the global installed capacity of power batteries will reach 443GWh. In the face of the huge market, domestic power battery companies are not satisfied with the Chinese market. While consolidating the domestic market share, they are also accelerating their overseas expansion.

According to SNE Research data, in the first half of this year, 15 of the top 20 global power battery installed capacity companies are Chinese companies; among the 12 power battery companies with a growth rate of more than 100%, 11 are Chinese companies.

This set of data reflects that Chinese power battery companies have moved from "internal volume" to "outbound volume", all want to take the lead in grabbing this big cake, and at the same time show enough confidence to open up a larger market and future.

Going overseas to grab orders has become inevitable

At present, domestic power battery factories have begun to expand their production capacity, but it has also brought about the problem of excess capacity. In order to better digest the excess capacity, it is inevitable for power battery companies to start expanding their global layout. As a result, Chinese power battery companies such as CATL, Guoxuan Hi-Tech, and Envision Power have formed groups to establish battery factories overseas.
China's power battery rolls to the world to accelerate the reshaping of the pattern

Today, the most representative of Chinese power battery companies in overseas markets is CATL. Since Tesla built a factory in China in 2018, CATL has successfully won Tesla's power battery supply chain, which has also accelerated its pace to the top of the world's largest power battery company and made it a domestic global company. The most advanced power battery company.

Data in recent years shows that the proportion of CATL’s international business in the overall revenue has risen rapidly. In 2018, the total overseas revenue accounted for only 3.53%, and it rose to 21.4% last year. In the first half of this year, CATL’s overseas power battery installed capacity was about 3.53%. It accounts for 23.91% of its total shipments, and the growth rate is very rapid.

Against this background, the pace of overseas factory building in the CATL era has also been accelerated. In contrast, although other domestic power battery companies are not as large as the Ningde era, they are also accelerating their overseas progress and competing for orders from international car companies.

Previously, Guoxuan Hi-Tech announced that it has reached a cooperation with a large listed company in the United States on the supply of lithium iron phosphate batteries. From 2023 to 2028, the above-mentioned American companies are expected to purchase lithium iron phosphate batteries with a total volume of not less than 200GWh;

In addition, it has reached strategic cooperation with automakers such as Bosch, Tata Group, Volkswagen Group, VinFast, etc., and will achieve the goal of annual production capacity of 300GWh in 2025, and the production capacity from overseas production bases will be 100GWh.

There is also Funeng Technology, which has in-depth cooperation with Daimler. At present, the battery developed for the Mercedes-Benz EVA2 platform has been mass-produced and its first pure electric model EQS (configuration | inquiry) has also been launched in North America.

In addition, Yiwei Lithium has won the favor of many international first-tier car companies such as BMW, Hyundai-Kia, Jaguar Land Rover, etc. Sunwoda has also successfully entered the Renault supplier system, and plans to jointly develop the next generation of electric vehicles with Nissan car battery.
China's power battery rolls to the world to accelerate the reshaping of the pattern

Domestic power battery companies have also made their first pot of gold when they go out. According to data, CATL ranks third in overseas markets with an installed capacity of 16.2GWh, with a market share of 18%. Envision Power, Sunwoda, and BYD also rank in the top ten, especially Sunwoda, overseas. The installed capacity of the market is growing rapidly.

It is worth noting that although the overseas power battery market is also competitive, the intensity of competition is actually relatively moderate, and the gross profit margin of enterprises will generally be higher than domestic ones. Therefore, relatively speaking, companies are full of confidence in the way of "going to sea" for batteries, and it is more worth looking forward to.

As we mentioned earlier, the demand for power batteries for new energy vehicles is increasing day by day, and domestic power battery manufacturers are also mushrooming, which will also lead to more intense domestic competition and excess capacity of power batteries.

It is worth noting that the current global vehicle electrification has become a major trend, and the lack of nearby supporting battery capacity also means that the market potential is greater. Therefore, going overseas is becoming an important place for crowded production capacity, helping domestic power battery companies to open up new space.

In terms of their own conditions, the technical strength of domestic second-tier power battery companies is good. Although some first-tier international OEMs have the intention of using them as second-tier suppliers, to play a role as a check and balance and as a substitute, this also proves that some domestic second-tier battery factories have strong technical strength. The technical capabilities have been initially recognized by downstream customers.

It can be seen from the data that among the top ten domestic power battery manufacturers in terms of installed capacity in the first half of the year, only LG is a foreign-funded enterprise, and the others are Chinese brand power battery enterprises, which is also a recognition of domestic power battery technology. gained an absolute advantage.

Guoxuan Hi-Tech, which had previously relied on its technological advantages to open up overseas markets, was acquired by Volkswagen for 1.1 billion euros (about 7.8 billion yuan). The company has obtained the official mass production designation of Volkswagen, and related products will be used in Volkswagen's largest new energy vehicle platform, and mass production will be realized as soon as possible.
China's power battery rolls to the world to accelerate the reshaping of the pattern

It is reported that Guoxuan Hi-Tech has obtained the approval of Volkswagen with its own technical advantages, and is assisting Volkswagen to build the largest power battery factory in Europe in Germany. In addition, BYD's blade batteries will also strive to expand overseas markets. Among them, BYD's Dolphin (Configuration | Inquiry) model put into production in Thailand will be equipped with BYD's self-developed blade battery.

Therefore, domestic power battery companies are "going out" one after another, and the global layout of power battery giants is beneficial to adapt to the new pattern of global vehicle electrification. It is worth mentioning that in recent years, especially the technological progress of domestic power battery giants has accelerated, and with more confidence, it has become inevitable to expand overseas markets.

Going out has both opportunities and risks

It is undeniable that the demand gap is an opportunity for domestic power battery manufacturers to go overseas to build factories, but with the large-scale overseas expansion of domestic power battery companies, it is inevitable to form a head-to-head confrontation with overseas competitors. Therefore, for power battery companies that go overseas to build factories, in addition to the temptation of the market "cake", there are also unexpected risks.
China's power battery rolls to the world to accelerate the reshaping of the pattern

In fact, although the European market will rely on Asian batteries and technologies for a long time, Chinese power battery companies will still face many challenges when going overseas.

The first is strict carbon emission standards. In the new battery regulations proposed by the European Commission, it is clearly required to ensure that batteries placed on the EU market must be sustainable and safe throughout their life cycle, and it also stipulates that from 2024 From July 1, only rechargeable industrial and electric vehicle batteries that have established a carbon footprint claim will be placed on the market.

Liang Rui, president of Sunwoda Battery, once said, "In the context of environmental protection in the EU and abroad, customers have put forward very clear requirements for carbon reduction and recycling. Production, material recycling, and LCA (battery life cycle carbon emissions) all have very clear requirements, which are still quite challenging for power battery companies."

In this regard, industry insiders believe that there are several points worth paying attention to about the stricter control of overseas policies and regulations. All battery companies that build factories in Europe must attach a carbon footprint statement. Meet the carbon footprint limit requirements.

In addition, it is necessary to put forward requirements on the proportion of recycled materials, such as cobalt, lithium, and nickel. The content of recycled materials contained in new battery materials must meet the proportion requirements, which is conducive to battery recycling.

Therefore, in addition to competing with local local companies, companies that go global must also face challenges in terms of lack of experience in cooperation with international car companies, cultural differences, and challenges in carbon emissions, intellectual property rights, and infrastructure.
China's power battery rolls to the world to accelerate the reshaping of the pattern

Among them, there have been reports from South Korea that power battery companies going to the United States to build factories are required to hand over core technologies while building factories. Among them, South Korean power battery companies LG New Energy and SK On have encountered similar situations. In the process of investing and building factories in the United States, they were all required by relevant car companies to "share core technical information".

It is reported that LG New Energy plans to establish a battery joint venture with General Motors and set up three battery factories in the United States. However, during the negotiation process, GM asked LG New Energy for battery output experimental data directly related to battery stability on the grounds of "confirming the safety of the battery".

Therefore, in addition to the risks in policy, market, management and other aspects, for the increasingly powerful Chinese battery companies, the problems of technical protection and intellectual property risks have become more and more prominent. How to protect their intellectual property rights in accordance with the law when building factories overseas is also a new issue for Chinese power battery companies to go overseas.

Industry experts said that South Korea has included self-developed core technologies such as power batteries, high-end automotive chips, and Internet of Vehicles communications into "national strategic technologies" for protection. This is also worth learning. Against the background of the globalization of the new energy vehicle industry chain, supply chain and domestic enterprises "going out", legal protection measures should keep up.

However, there is no need to be too pessimistic for Chinese power battery companies to go overseas. After all, they have accumulated and established strong supply chains and cooperative relationships in the past 20 or 30 years of development, as well as outstanding scale effects, as well as a wide range of products.