In China, there are only two manufacturing companies with a market value of one trillion yuan, one is TSMC on the other side of the taiwan strait, with a market value of 694.3 billion US dollars (about 44,064 trillion yuan), and the other is the Ningde era, with a market value of 1.33 trillion yuan.
When it became a Tesla supplier in February 2020, the stock price of CATL was only about 130 yuan, and in less than two years, the stock price of CATL had risen to 570 yuan, and even reached 688 yuan at its peak.
However, the growth of stock prices comes more from the scale growth and capital operation of the Ningde era.
In 2021, the installed power battery of the Ningde era is 80.51GWh, accounting for 52% of the total installed power battery in China, while BYD, which ranks second, accounts for only 16.2%, less than 1/3 of the Ningde era. At the same time, the CATL era has had a very skillful capital operation model for many years. It invests in its own suppliers, gives orders to each other, and then benefits through equity appreciation, and finally strings the suppliers into a closed loop, and can also achieve greater benefits in the capital market when the supply chain system develops rapidly.
When a certain company has achieved a monopoly of more than half of the scale in a field, but has not obtained a matching monopoly in technology, the other companies can naturally imagine its encirclement. Volkswagen became the first shareholder of Guoxuan Hi-Tech, GAC participated in the investment in The New Aviation, the Great Wall's Hive Energy is independent, Geely's 30 billion investment in battery projects, coupled with BYD, which has always been self-sufficient, when the traditional car companies that do not lack money begin to lay out the upstream of the industry and seek to get rid of the dependence on single battery suppliers, ningde era must also get rid of the obsession with a single scale, and find a way to break through from technology and operation.
This also led to the official release of the power exchange service brand EVOGO in THE NINGDE era, as well as a set of integrated power exchange overall solutions. For the Ningde era, this is a step for the Ningde era to take the initiative to change under the influence of multiple factors such as the "change of heart" of the head car company, the expansion of the demand for power batteries, and the sharp increase in the price of upstream raw materials.
However, this is still only released, and there are still many unknowns in the power exchange scheme that has not opened more technical details, facing customers, key time nodes, and expected scale.
Speaking of technology: What is the difference between power exchange in the Ningde era?
When it comes to changing electricity today, the first thing that most people think of must be Weilai. However, what many people don't know is that WEILAI's entire energy system, including power exchange, has always been open to third parties. Just joining this system means that the power battery must be built in accordance with Weilai's standards, and obviously in the high-speed growth period of new energy, there will be no car companies to do this kind of thing.
The replacement of electricity in the Ningde era has higher flexibility in comparison.
First of all, the Ningde era through CTP technology, that is, the battery cell directly integrated the whole package, the power battery modularization, NINGDE era will become a single battery into a "chocolate for power block". A single battery of 26.5kW·h can provide an endurance of about 200km, and you can choose one or more pieces according to the needs of different models. The battery management system of the power exchange block is wireless communication, and the external interface of the battery is only a positive and negative high voltage interface, which makes the combination of battery modules more reliable.
Secondly, different battery modules can not only be adapted according to the model, but also adapted to the needs of users. For example, if you want to carry too much battery burden in the city, you can choose to rent only one battery; when you want to travel long distances, you can choose to rent two or three battery blocks. Electricity can be increased or decreased, and on-demand rental is a commercial operation mode based on technology for the power exchange scheme of the Ningde era.
In terms of substations, the substation in the Ningde era covers an area of about three parking spaces, and the maximum storage of 48 power exchange blocks in the station is about 1 minute.
It is not difficult to see that the power exchange scheme of the Ningde era is mainly for car companies, especially those customers who are purchasing batteries in the Ningde era, and the Ningde era can cooperate with them to help adapt the chocolate exchange block architecture.
For example, the first customer disclosed in the Ningde era is FAW Besturn, and the first model is the Besturn NAT combination power exchange version. The Pentium NAT is a model specially built for ride-hailing, and for this type of operating vehicle, the efficiency of power exchange is particularly important. CATL said that the chocolate power exchange block can adapt to most of the models developed by the pure electric platform. Therefore, it is believed that the Ningde era will target more customers with special needs such as similar travel market models, logistics vehicles, and public business shuttles, and create a highly standardized battery energy supplementation system by transforming the physical structure suitable for batteries.
However, the key point is that the Ningde era can get how many customers from the power exchange market? Or in other words, how many car companies are willing to open up the chassis design to the Ningde era in addition to the power battery?
Looking at the future: What is the purpose of changing electricity in the Ningde era?
In September last year, CATL received an inquiry letter from the Shenzhen Stock Exchange asking whether THERE was a situation of transitional financing in CATL. The explanation of the Ningde era is that the battery industry has a large investment amount and a long return cycle, which requires continuous financing, expansion of production capacity, research and development of new technologies, and layout of the industrial chain.
In fact, this is precisely the "anxiety" of the Ningde era after occupying half of the domestic power battery share and occupying 1/3 of the global power battery share, it needs to open up a new growth path.
There is an iron law in the era of gas turbine automobiles within a hundred years, that is, the core power system must be produced by itself, and the core power technology must be self-developed. Even in the era of electric vehicles, this brand still exists in traditional car companies. What's more, the power battery has an almost decisive impact on the performance and experience of an electric vehicle.
On the other hand, it is not difficult to create an ordinary power battery, but the added value is not high, and it is easy to be affected by the price increase of upstream raw materials. However, if you want to create a competitive power battery, there can be no shortcomings in any aspect of safety, capacity, charging rate, durability, etc.
Therefore, whether it is BYD's Fordy battery or the Great Wall's hive energy, these battery companies that coexist with car companies are very clear that they must play a closer to the advantage of users and better understanding of user needs, and build differentiated advantages with product strength and technical support in order to compete with oligarchs such as the Ningde era. Blade batteries, magazine batteries, Dayu batteries, these endless car companies self-developed batteries, the main selling points are different, but for consumers in the embryonic era of new energy, it has a far-reaching impact.
This is fundamentally different from the power battery suppliers that provide standardized products in the Ningde era, and there will be an essential difference in product orientation.
From the perspective of market share, it is not easy for the Ningde era to expand on the basis of occupying half of the country today. On the one hand, the head car companies are reluctant to sit back and watch the Ningde era a monopoly, on the other hand, hive energy, Zhongxin Airlines, Guoxuan Hi-Tech and other power battery companies with car company background, 2025 production capacity planning are 600GWh, 500GWh and 300GWh, BYD's total battery production capacity in 2025 is expected to be above 450GWh. The planned production capacity of the Cataline era in 2025 is 600GWh.
If it is not technically irreplaceable, and there is no current advantage in scale, the challenges faced by the Ningde era can be imagined. Therefore, when the share and stock price are at a high peak, the Ningde era chose to open the power exchange service and explore the intention of re-growth is very obvious.
The battery is a heavy asset, the heavy asset stays in the car, it is dead, but if this heavy asset can be circulated, it may produce greater value. If the Ningde era can build a complete system from the use of batteries by users, to centralized charge and discharge management, to the unified monitoring of battery health, and then to the echelon utilization of batteries, it will be possible to form an ecology that all parties can profit from. This is much more sustainable than simply selling batteries to car companies.
Therefore, for the Ningde era, the biggest problem of power exchange service is to develop customers. Who to open up, how to open up, how much to open up, these questions, perhaps before the Ningde era got BMW's first big order, they were also constantly asking themselves. However, at that time, the Ningde era was a "cute new" and a posture of breaking through, and today's Ningde era is a giant, and it is a semi-monopolist whose head car companies have begun to produce subtle emotions.
For example, Geely mentioned in the 2025 strategy to release a new brand of electric mobility, and achieve sales of more than 5 models and 200,000 vehicles in 2025. For this volume, a head car company like Geely must take the most profitable and core part of it, that is, the power exchange, in its own hands.
Therefore, like many core suppliers of high monopoly nature in the era of intelligent electric vehicles, in the face of the firm self-research determination of head car companies, there are two things that the Ningde era can do in changing electricity: one is to cooperate with head car companies with a very open attitude as much as possible, and the other is to turn to waist car companies that are not small in scale but not strong in self-research ability of Sande.
Obviously, the second article is more correct for the Ningde era.
Write at the end
In the past five years, the total net profit of the NINGDE era has reached 20.26 billion yuan, which is equivalent to more than 60% of the total state subsidies for new energy vehicles in the same period. Correspondingly, the overall profit level of China's new energy vehicle companies is only 1%-2%, and losses are the norm in the new energy sector of car companies.
And this situation, which is not normal, will eventually be changed. Car companies hope to gain more voice in the field of power batteries, and the Ningde era is also making more cost-competitive batteries through technological innovation, as well as opening up a new operating model such as a power exchange track to get rid of the shackles brought to it by scale.
The release of the Ningde era power exchange service brand reflects another subtle change in the entire zero relationship in the field of new energy vehicles.