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(World Smart Energy Week 20184
SEGL ENERGY CO., LTD. No.76, Wuxun St., Anle Dist., Keelung City 204, Taiwan
GM’s Electric Dream in China Suddenly Looks Underpowered The launch of a new Buick electric vehicle has been put on hold until a new battery supplier can be identifiedA Buick Velite 6 displayed at the Beijing auto show in April. PHOTO: WANG ZHAO/AGENCE FRANCE-PRESSE/GETTY IMAGES By  Trefor Moss Updated Aug. 29, 2018 10:22 a.m. ET SHANGHAI— General Motors Co.’s GM -0.85% plans to ramp up electric-vehicle production in China were set back after the auto maker determined the Chinese-made batteries it intended to use failed to meet its own performance and safety standards during testing. GM was set to enter production next month on its plug-in hybrid Buick Velite 6, a local variant of the Volt, with a pure-electric version due to follow early next year. That launch schedule has now been postponed, with internal tests showing the battery, supplied by A123 Systems, didn’t meet GM’s quality standards, according to a person familiar with the situation. EV batteries are complex components that can’t easily be switched, spelling lengthy delays in getting the Velite 6 into production. A GM spokeswoman declined to comment on the situation, but said the company still intends to launch 10 EVs in China by 2020. However, that target was announced over a year ago, long before the battery supply problem arose. “GM’s plan is to deliver 20 EVs globally by 2023,” the spokeswoman said. “In China, we are on track to introduce 10 new energy vehicles between 2016 and 2020. Given those two goals, all-electric vehicles like the Velite 6 battery electric vehicle are obviously our priority.” A123 Systems didn’t respond to a request seeking comment. The Livonia, Mich.-based company was bought out of bankruptcy by Chinese auto-parts giant Wanxiang Group Corp. in 2013, and it operates a battery plant in the eastern city of Hangzhou to supply the China market. Auto makers operating in China are scrambling to fulfill a Chinese government order requiring them to start building electric vehicles next year. Without a battery, GM is one of those in danger of missing Beijing’s target. China’s timetable is “difficult to achieve” for longtime manufacturers of gasoline cars being forced to make the rapid switch to electric, said Jing Yang, an associate director at Fitch Ratings. “The situation is different company by company,” she said, with some players well set to meet the target, and others floundering. Though seen as an EV market leader in the U.S., where it sells the Chevrolet Bolt and Volt electric cars, GM has had difficulty translating that advantage into success in China, the world’s biggest EV market. GM originally planned to use batteries from South Korea’s LG Chem Ltd. But in 2016, China mandated that auto makers use batteries from a list of approved suppliers, all of which are Chinese. China-owned Volvo Car Group, however, is an exception: It is allowed to use batteries using LG Chem-licensed technology in its locally built cars. Auto makers cite the exclusion of foreign batteries as an example of Chinese government protectionism that handicaps both foreign battery firms and the auto makers they supply, while handing advantages to local rivals. Those complaints are among the factors fueling the U.S. trade actions against China. China’s Ministry of Industry and Information Technology didn’t respond to a request for comment. The Chinese are on course to buy more than 1 million electric vehicles this year—nearly all of them built by local auto makers. Riding the boom are fast-growing Chinese battery suppliers such as BYD Co. and Contemporary Amperex Technology Co. , now among the world’s biggest lithium-ion battery companies. In its rush to develop battery technology, China risks shortcomings in quality and safety performance, said Thomas Barrera, president of LIB-X Consulting, a battery consultancy based in Long Beach, Calif. “There are concerns with the quality of Chinese-manufactured cells and batteries,” he said. “Chinese cells are very attractive because they’re inexpensive, but people may not realize that these cells may not have gone through the necessary qualification testing before going to market.” China’s EV policies have created a dilemma for foreign auto makers: They are obliged to build electric vehicles and use Chinese batteries, but they can’t compromise their global standards and use components in which they lack confidence—especially batteries, which have a history of catching fire. While most foreign auto makers have publicly expressed confidence in their ability to meet the EV quota, few have explained in detail how they will achieve a target requiring electric vehicles to make up roughly 3%-4% of their 2019 output. Some are making tangible progress. On Monday, Nissan Motor Co. started production of its first made-for-China electric car, while Volkswagen AG unveiled its first pure-electric car for China in April. Ford Motor Co. —which began developing electric vehicles later than rivals such as GM—has one plug-in hybrid model on the market in China, and plans to launch its first pure-electric car by the end of 2019. GM launched its first Chinese pure-electric car, the Baojun E100, last year. It has sold more than 22,000 units of the budget EV—which starts at about $6,900—despite only making it available in a handful of locations so far. However, GM, which builds roughly 4 million cars in China a year, would need to build about 100,000 E100s next year to meet the quota, assuming other models fail to come onstream. There is a backstop for auto makers that miss the 2019 target: The regulations allow them to transfer EV credits earned in 2020, and use them to make up any 2019 shortfall. If they are still noncompliant, auto makers will then be forced to buy EV credits from rivals through a credit-trading system, which the authorities have yet to articulate in detail. Auto makers bringing electric vehicles to market early can benefit from generous subsidies, but those are due to end in 2020. “Traditional auto makers will no doubt struggle to remix their portfolio to EVs,” said Bill Russo, the founder of Automobility, a Shanghai consultancy. And without subsidies, the struggle to build enough electric vehicles will soon become a battle to make the costly machines profitable, he said. https://www.seglenergy.com.tw/en/hot_287405.html GM’s Electric Dream in China Suddenly Looks Underpowered The launch of a new Buick electric vehicle has been put on hold until a new battery supplier can be identified 456f5da2b493c45c47107207e011f004.jpg A Buick Velite 6 displayed at the Beijing auto s 2021-03-10 2022-03-10
SEGL ENERGY CO., LTD. No.76, Wuxun St., Anle Dist., Keelung City 204, Taiwan https://www.seglenergy.com.tw/en/hot_287405.html
SEGL ENERGY CO., LTD. No.76, Wuxun St., Anle Dist., Keelung City 204, Taiwan https://www.seglenergy.com.tw/en/hot_287405.html
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2018國際智慧能源週(World Smart Energy Week 2018)已於2月28日在東京有明國際展覽中心(Tokyo Big Sight)盛大揭幕。這是由Reed Exhibition公司主辦的日本最大規模智慧及再生能源展會,旨在為日本、亞洲以及全球的專業人士提供全方位的技術交流與商談平台,並推動再生能源產業的發展。2018年的展會預計將吸引1580家廠商參展,以及7萬名專業人士到場參觀。

國際智慧能源週已於2018年邁入第14屆,為期3天的活動共有8個專業展會同時舉行,包括:氫能與燃料電池展(FC EXPO)、太陽光電展(PV EXPO)、太陽光電系統施工展(PV SYSTEM EXPO)、日本二次電池展(BATTERY JAPAN)、國際智慧電網展(SMART GRID EXPO)、風力發電展(WIND EXPO)、生質能展(BIOMASS EXPO)、以及次世代火力發電展(THERMAL POWER EXPO)。同時,還將舉辦220場技術研討會,邀請各能源產業的專家學者齊聚一堂,分享最新的技術與市場趨勢、以及各國的能源政策。2018年的大會專題演講由日本經濟產業省(METI)以及美國能源部擔綱,主講日本與美國的智慧能源策略以及未來展望。

2018東京國際智慧能源週,第一天便吸引到眾多產業人士共襄盛舉。

多家台灣業者共組台灣館,積極參與,爭取商機。

Reed Exhibitions社長石積忠夫在開幕典禮中指出,近年來,由於日本再生能源市場的重要性與日俱增,在獲得日本8個能源產業協會的全力支援與合作下,此展會的規模與影響力也逐步擴大。展會在隆重的剪綵典禮中揭開序幕,邀請到55位貴賓共襄盛舉,包括丹麥、挪威、西班牙的駐日大使、以及重量級企業的代表,包括日立、東芝、三菱、西門子、Panasonic、晶科能源、比亞迪 、GE、東京電力等,盛況空前。

再生能源技術精銳盡出 朝低碳社會目標邁進

根據日本政府於2014年規劃的能源基本計劃,到2030年電源構成的目標為:石油發電3%、天然氣(LNG)發電27%、煤炭發電:26%(以上三者屬火力發電,合計56%)、再生能源:22-24%、核電:20-22%。此外,為因應全球氣候變遷而制定通過的巴黎協定,更加速了日本政府推動二氧化碳減排的決心。

然而,據統計,目前日本再生能源比例約為15%,離目標尚有一段差距,再加上日本2017年決定淘汰超過100萬千瓦的大型核電廠,已使2030年電源構成目標的實現面臨了重大考驗。在此趨勢下,如何推動技術革新與市場進展,已成為日本政府與能源產業的重要課題。

為了克服挑戰,實現低碳社會的目標,在2018年的展會上,看到了許多的技術亮點。在太陽能方面,隨著全球各地陸續建置超大型電廠,降低營運與管理成本已變得更為重要。對此,ABB、Energy Solutions、TOAKE等業者展示了新的分散式控制、巡視無人機、以及遠端監控管理等智慧型解決方案,而技術研討會主題也著重於探討如何建立新的業務模式,以實現長期穩定的太陽能發電。

此外,由於日本太陽能收購價格的逐年下滑,市場已從「售電」朝「自我消費」型態移轉。透過採用蓄電池、電力統一管理、節能HEMS家庭能源管理系統等技術的導入,將能進一步改變能源運用的生活方式。

另一方面,隨著太陽能、風力發電的日益普及,以及物聯網技術演進推升智慧電網的發展,分散式能源的整合與管理將蔚為風潮,也將帶動「虛擬電廠」(VPP)與電力需求響應的市場發展。日本已於2016年起針對VPP示範計劃發放補助金,預計在5年內啟動超過50MW的VPP。日新電機、NEC、橫河電機、富士通等大廠都有相關解決方案的展出。

電動汽車市場興起 帶動二次電池技術蓬勃發展

隨電動車(EV)產業的發展,二次電池市場展現出強勁的成長力道。在去年的東京車展上,各國的汽車製造商都揭示其EV概念車。 然而,以二次電池作為動力的電動汽車仍然存在與汽油動力汽車相比距離較短以及需要長時間充電等問題。身為二次電池主要供應國的日本,由於看好產業前景,許多業者更積極於開發並銷售電池產品到國際市場,並對傳統電動車中安裝的「鋰離子電池」和作為下一代電池而備受關注的「全固態電池」展開研究。

2018年的二次電池展共有來自15個國家的300家廠商參展,將從電池、製造設備、檢測設備、以及材料和元件展出最新技術。此外,大陸館,台灣館,南韓舘等國家舘也是展會看點之一。特別是,本次展會中德國館有超過20家德國企業參展,將帶來更多來自德國的最新高品質電池產品及技術。在同場舉行的專題演講中,比亞迪和Maxell將介紹下一代電池的創新技術與產業展望。

為掌握日本再生能源商機以及提升國際市場能見度,近來台灣業者也積極參與國際智慧能源週展會。2018年在二次電池展區,有台灣電池協會帶領工研院、美律實業、菲凡能源、有量科技、昇陽電池、維洋科技、矽谷能源、友達晶材、新科電力、識驊科技、佐茂、承德科技、鎂世紀能源等多家業者,成立台灣館共同參與。

此外,也有台灣燃料電池聯盟結合群翌能源、臺禹、九豪精密陶瓷、順德、揚志等廠商,以及外貿協會帶隊勗連科技、元晶太陽能、長生太陽能、同昱能源、綠能科技、景欣等太陽能業者與會,全力爭取海外商機。

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