Ouyang Minggao
Vice Chairman of China Electric Vehicle 100 Association, Academician of Chinese Academy of Sciences
China's new energy vehicles have gone through the process from the cultivation demonstration period to the commercialization growth period, and have now entered a period of rapid growth of scale industrialization; industrial development is entering a new stage dominated by market competition from policy subsidy-driven to market policy dual-driven; the market is from insufficient demand to short supply and supply chain security issues; the market-oriented field from large-scale promotion of passenger car electrification to commercial vehicle electrification started; core technology scale industrialization from the battery in the last decade to the fuel cell in the next decade The quantitative change of new energy vehicles has promoted the qualitative change of the automobile industry, the electrification of automobiles has triggered the start of the comprehensive electrification of transportation, the development of new energy vehicles has led to the full start of the new energy revolution, 2021 is considered to be the first year of the electrochemical energy storage market and the first year of photovoltaic hydrogen production, and the popularity of new energy vehicles will form a strong coupling with it to achieve the "transformation from fuel-intensive consumable energy systems to material-intensive circular energy systems" (International Energy Agency (IEA)).
The new stage of rapid development of the new energy vehicle market will also encounter a series of new key technical problems. In terms of power batteries, it will face problems such as supply chain security, material costs, recycling and other issues; in terms of charging, it will face problems such as infrastructure popularization, charging load regulation, rapid energy replenishment, and power greening; in the development of hydrogen fuel cells and heavy-duty truck electrification, it will face problems such as product positioning, cost and life, on-board hydrogen storage, hydrogen refueling stations; in terms of electric drive chassis platform, it will usher in special electric chassis, battery and chassis integration, motor-electronic control-transmission three-in-one drive axle and distributed drive, Innovations such as new skateboard chassis and non-load-bearing body; chips and materials (membranes, carbon fibers, catalysts, etc.) in the direction of common basic devices; and insurance and second-hand car value evaluation will be more deeply faced in the direction of electric vehicle after-sales service system.
Today I will focus on three elements. First, based on the three stages of incubation, growth and growth of new energy vehicles, focusing on the future of electric passenger cars; second, analyzing the three challenges currently facing, including the price increase of battery materials, the intensification of competition in vehicle technology and charging difficulties; third, three development paths are proposed, namely battery innovation, chassis innovation and charging innovation.
1. Development and prospect of electric passenger cars
I had a prediction for the industrialization of New Energy Vehicles in China in the early days, including the incubation period, the introduction period, the growth period, the growth period, and finally the growth period. From the perspective of actual development, my original estimate was conservative, and 2021 has achieved a transition from the growth period to the explosive growth period, five years ahead of the previous forecast.
A brief review of the development process, the industrialization incubation stage and the introduction period lasted until 2013, and the output of that year was less than 20,000 units. At this stage, the scientific and technological demonstration of the Beijing Summer Olympic Games and the demonstration of "ten cities and a thousand vehicles" were carried out, and the most critical time point during the period was in 2012, when the mainland issued the "Energy-saving and New Energy Vehicle Industry Development Plan (2012-2020)", which established the industrialization strategy of pure electric drive new energy vehicles, which is an important starting point of the industrialization strategy.
In 2014, the general secretary instructed that "the development of new energy vehicles is the only way for the mainland to move from a big automobile country to an automobile power", and the industry has entered a period of growth. New energy vehicles sold 80,000 in 2014 and 1.27 million in 2018. By 2019, due to the impact of subsidy decline, 2019 is a bit lower than in 2018; by 2020, the peak circuit turns around and is overjoyed; sales in 2021 exceed 3.5 million vehicles, exceeding expectations but logical; 2021 is a sign of a new stage.
Summarizing the inevitability of electric vehicle sales and entering a new stage of rapid development, I think there are three factors:
1) Market factors
First of all, the consumer attraction of electric vehicles is high. The superior handling performance of electric vehicles, the brand image of electric vehicles after years of promotion, the introduction of a large number of new models and the new trend of styling compared to traditional cars. Secondly, new energy vehicle models are constantly enriched. There has been a new "two-end squeeze" phenomenon in the market segment and product structure, mini cars have been basically occupied by electric vehicles, luxury cars are basically dominated by electric vehicles, and intermediate mainstream cars have appeared BYD super hybrid, which is a plug-in electric vehicle with a pure electric mileage of more than 100 kilometers. Third, the reduction of the comprehensive cost of the whole life cycle is also the main factor for users to purchase new energy vehicles.
2) Technical factors.
First of all, the battery mileage, safety, life problems have been basically solved. Battery intrinsic safety, active safety, passive safety and other integrated safety systems have made great progress, and the focus related to battery safety has shifted from the safety of electric vehicles to the safety of energy storage batteries and the safety of electric bicycles. Secondly, the technological progress of electric drive systems, the technological progress of thermal management systems, the emergence of various on-board and charging and heating technologies, and the emergence of all-climate electric vehicles. Third, the driving control system gradually began to be intelligent, the popularity of assisted driving, the electrified chassis, lightweight body and intelligent charging and replacing and energy supply systems and other various technologies, so that electric vehicles in the technical aspects can basically meet the needs, at least passenger cars have been able to fully meet the needs, comprehensive performance can surpass fuel vehicles.
3) Policy factors
The realization of the "double carbon" goal will accelerate the transformation of electrification and new energy. First, electric vehicles will ensure that the carbon peak of the car is achieved by 2030. Our calculations show that the carbon emissions per kilometer of electric vehicles in 2021 will be about 70 grams, compared with the carbon emissions of 170 grams per kilometer of fuel vehicles, the emissions of pure electric vehicles are basically only 40% of that of fuel vehicles. This calculated data is based on the Ministry of Ecology and Environment's "Enterprise Greenhouse Gas Emission Accounting Methods and Reporting Guidelines Power Generation Facilities - 2022 Revised Edition" distribution of the national grid emission factor of 581 grams per kWh, the "China Automotive Low Carbon Action Plan Report 2021" distribution of gasoline production carbon emission factors and gasoline combustion conversion coefficients of 487 g / l and 2370 g / l, passenger car fuel consumption and electricity consumption reference "Energy Conservation and New Energy Technology Roadmap 2.0" forecast data, respectively, 6.176 liters / 100 km and 12.2 kWh/100 km. Based on this and taking into account the development trend of vehicle scale, the total carbon emissions of passenger cars are expected to peak earlier by 2030, with a peak of less than 600 million tons. Second, after 2030-2035, electric vehicles will begin to become units with negative carbon emissions. Based on the vehicle network interaction technology (V2G), electric vehicles as an energy storage device to achieve energy storage for zero-carbon new energy fluctuations such as wind and photovoltaics, suppress the carbon emissions of thermal power plants, and bring about emission reduction effects, which is of symbolic significance. It is also the transformation of the mainland to zero neutrality, and the negative carbon effect of new energy vehicles will be favored by a series of policy support.
Therefore, we estimate that the mainland new energy vehicle market will enter a new stage of rapid growth in 2021-2030. The general trend is rapid growth, of course, cyclical fluctuations will occur. Using data from the Ministry of Industry and Information Technology and the National Bureau of Statistics, our team's forecast results show that the peak of fuel vehicle sales will occur in 2022-2023, after which fuel vehicle sales will continue to decline, while new energy vehicle sales will be basically the same as fuel vehicles around 2030, accounting for half of the total sales of automobiles, which is roughly the same as the goal of China's energy-saving and new energy vehicle technology roadmap.
2. Battery material price increase and battery technology innovation
As the global electric vehicle enters a stage of rapid development, the battery industry has also ushered in rapid development. Rapid expansion of production capacity, based on industrial investment information forecast, mainland battery production capacity in 2023 may reach 1.5 billion kWh (1500GWh), 2025 may reach 3 billion kWh, battery shipments are expected to reach 1200GWh in 2025, of which 70% or 80% will be used in the domestic market, and 20% or 30% will be exported to overseas markets. We expect battery overcapacity in 2025.
Due to the explosive growth of new energy vehicles, battery prices will rise, and then pass to the field of materials, there will be a greater amplification effect. One of the reasons for the increase in the price of materials this year is the growth of demand for complete vehicles, the expected rise in batteries, and the expansion of production capacity and reserves by enterprises. Another impact is the delay in supply, because the typical lithium carbonate produced by ore, the capacity release cycle is 3-5 years, and the brine lithium extraction cycle is longer; in addition, the impact of the epidemic affects the production of lithium resources, and the transportation capacity affects the supply. The reasons for this round of price increases are basically the same as the rise in lithium resources in 2016-2018. At that time, the mainland new energy vehicles from the incubation period to the growth period also led to the lithium price increase process, and now from the growth period to the rapid growth period is such a process, the two processes are very similar, that is, the growth of demand and expectations, but this time is stronger than the last time, coupled with the impact of the epidemic, so the amplitude is larger.
From the perspective of supply and demand, the demand amplification brought about by panic inventory reserves is temporary, and with the improvement of lithium carbonate supply capacity, it will gradually return to the basic demand side. It is expected that after two or three years, it is possible to restore a complete balance between supply and demand, considering the deterioration of the trade environment and the speculation in nickel prices brought about by the Russo-Ukrainian war, in order to ensure the security of supply, it is necessary to take favorable measures to combat hoarding and curb the short-term sharp fluctuations in nickel prices, so as not to affect the sales of new energy vehicles this year.
First of all, from the supply side, the global lithium resources economic recoverable reserves increased rapidly, 2005-2010 increased by 400%, now the global economic recoverable reserves of 22 million tons, to NCM811 battery as an example can produce 227TWh power battery, 100 kWh per vehicle is a battery, can be installed more than 2.27 billion vehicles. As demand increases, new exploration volumes and recoverable reserves will continue to increase, and resources are fully sufficient.
It is expected that after 2030, the recycling of battery materials will form a scale; around 2050, the supply of original mineral resources and recycled resources will reach a considerable level; in the longer term, recycled resources will gradually completely replace the original resource demand. Due to the rising value of materials, the recycling industry has ushered in opportunities. We estimate that there will be 125 GWh in 2025, or 125 million kWh of recycling. The energy consumption emissions of battery material production and recycling are large, and it is necessary to pay attention to the energy saving and emission reduction of battery recycling, and vigorously carry out scientific and technological research on battery recycling and regeneration.
At present, there are three main methods of battery recycling. The first is physical recovery, through which the carbon emissions of the entire battery production chain can be reduced; secondly, the fire method is recovered, but the recovery method reduces carbon less and consumes more energy; and finally, the wet method recovery, the energy consumption of the wet method will be reduced, but there are problems such as liquid solvent pollutant emissions. Now the most respected is physical recycling, which can reduce carbon emissions and other pollutants, which is also the biggest area of current recycling technology innovation, ultrasonic recovery, plasma recovery are recently reported new technologies.
The use of green electricity is a fundamental way for battery production and recycling carbon emissions to be further reduced significantly. Therefore, the battery industry should be concentrated in green power areas, such as the west. Sichuan is a gathering place, there are already five hundred GWh production capacity, Yibin a region has 200GWh, is the world's single largest battery production base, but also a battery material agglomeration area, new energy agglomeration area, is a very good future battery production base.
Another aspect is the development of new material systems. According to the timeline, the development trend of the future battery material system is mainly as follows: the industrialization target of 2025, mass-produced batteries should generally reach 350 Wh / kg, and now the average is less than 300 Wh / kg. This system we call the liquid system, mainly including conventional lithium-ion battery materials, solid-liquid mixed materials, as well as sodium ions, the future potassium ions and other liquid battery material systems.
The goal for 2030 is to achieve 400 Wh/kg of industrialization in all directions, a phase called the transition from liquid to solid, including liquid high voltage, thick electrodes, less electrolyte; positive high nickel such as Ni95, negative silicon carbon; and quasi-solid-state battery systems. 2030 should be a key node in the transition to the development of all-solid-state batteries. In 2030, we estimate that the proportion of domestic all-solid-state batteries will not exceed 1%.
The goal for 2035 is to reach 500 Wh/kg and achieve industrialization. Includes all-solid-state batteries, lithium-sulfur batteries, and high-capacity lithium-rich manganese-based materials, and the voltage window will be increased to 5 volts. The 500 watt-hours mentioned now are not industrialized, not the normal use of real vehicles, but laboratory stages or special purposes.
Let's look at the two battery coordinates, one is the specific energy and the other is the lifetime. Based on the consideration of large-scale energy storage functions, the battery life requirements will also become longer and longer, the target is ten thousand times, which is 600wh/kg higher than the energy target, of course, the cost is also considered. The life of the anode material from long to short is graphite, silicon carbon, silicon, to lithium metal, lithium is high specific energy, but the life will be reduced accordingly. The cathode material iron-lithium ratio is low in energy and higher in ternary, and the highest is a lithium-rich manganese group.
If we convert the coordinates and take the specific energy and lifetime as two axes, we can see clearly the future multi-technical route. The first is the high specific energy and low-cost liquid liquid technical route, positive pole high nickel ternary to lithium-rich manganese base, negative electrode from a high proportion of silicon carbon to lithium metal, the specific energy target is 500wh / kg, but the life is low; the second technical route is the liquid eclectic route, taking into account the specific energy, safety and cost and life, high nickel cathode system, the life does not drop than the energy increased by 50%, or than the energy does not drop life increased by more than 3 times to approach 10,000 cycles; the third is based on the high safety liquid route of lithium iron, the lowest cost, Long life can reach more than 10,000 cycles. On the surface of recent years of research, the liquid route can go to 500 Wh / kg, and the liquid ternary can also do 10,000 cycles, not only lithium iron phosphate can do 10,000 cycles. The fourth is the solid-state technology route, that is, high specific energy, high safety, from the existing liquid to solid-liquid mixing to all-solid. The fifth route is from sodium ions, and in the future there will be potassium ions and the like.
There is also continuous innovation in the structure of the single battery, mainly to reduce the weight of the accessory. Cylindrical batteries, represented by Tesla, from 18650 to 21700 to 4680, to increase the capacity of the single body and increase the specific energy. For example, from soft packs and square hard shells to blade batteries, as well as short knives and One-stops, they are all domestic innovations.
In terms of battery systems, the biggest trend of structural innovation is the development of the traditional battery pack's battery cells, modules to battery packs, and gradually to remove the module and remove the whole package, thus constituting CTC (deep integration of single body and chassis), CTV (deep integration of single body and vehicle). This is the path of battery system innovation, gradually reducing the attached weight and volume, so that the battery system than the energy continues to increase, but also brings about changes in chassis structure and chassis technology innovation.
3. Intensification of product competition and chassis technology innovation
The rise of new energy vehicles has triggered a technological revolution in the automotive industry, with its own brand Eight Immortals crossing the sea to show its strength, the new car-making force coming fiercely and vigorously, and the joint ventures are poised to make a force. The next five years will be an important window period, with rapid market growth and increasing competition. I believe that one of the keys for vehicle companies to maintain their advantages in the competition is to cope with the technological changes in vehicle design and manufacturing, the restructuring of the value chain and the evolution of the industrial ecology brought about by the new round of electrified chassis platform technology.
From fuel cars to electric cars to smart cars, the chassis changes accordingly. The brakes, steering, and suspension of the traditional chassis, electric chassis, and intelligent chassis will also change accordingly. The current suspension is already active suspension, for example, many of the cars participating in the exhibition of the Hundred Talents This Year are air suspensions. That is to say, the body design, intelligent cockpit, and assisted driving technology are basically mature. The competition in electric chassis technology will continue to upgrade, reflected in the integration of battery systems and drive systems, and the skateboarding of chassis systems, which will become a new competitive hotspot for electric passenger cars.
The chassis platform of electric vehicles is rapidly iterating, and the modified vehicles at the beginning are completely fuel vehicle chassis, to further optimization to the special chassis for electric vehicles, and then to CTV, Tesla is a more typical representative.
The most groundbreaking chassis technology today is the skateboard chassis. The chassis had two technical routes. One is that the traditional car factories are representative, and more improved technical routes are adopted, and the load-bearing body is continued. On the other hand, the new car-making forces are more likely to adopt a transformative technical route, that is, skateboard chassis, with non-load-bearing bodywork, and several representative companies have emerged in the United States, of which Rivian's market value has reached 100 billion US dollars. The skateboard chassis generally adopts a non-load-bearing body, and the battery pack and the chassis are integrated with the integrated drive system, which contains five core technologies, and I will only talk about the battery chassis integration (CTC) and the new electric drive system.
CTC has two schemes, one is the battery pack integral hoisting into the chassis. The other is integrated directly on the chassis and does not have a load-bearing frame above. There have been some domestic developments, such as the launch of CTC in 2025 in the Ningde era.
The new drive system needs to be highly integrated, lightweight, and miniaturized, that is, the centralized drive adopts the motor-development-deceleration three-in-one. The drive system also has a distributed drive form, and most of the skateboard chassis uses distributed drives, such as dual motor drive and three motor drive. Now the three-motor form has appeared in the combination of centralized motor and wheel motor, and all of them use wheel motor.
In our view, the ultimate disruptive technology is the hub motor. The hub motor brings more revolutionary changes to the braking, driving and steering of the entire chassis. The so-called e-corner developed abroad, driving, braking, steering, and suspension are integrated into the wheels as independent units. A four-wheeled four independent units, which is subversive, there are already many manufacturers in foreign countries in the development of this technology.
At Tsinghua University, my team is also working on hub motors, which are used on both exported high-power motorcycles and commercial vehicles. The high-power motorcycle uses a 100kW wheel hub motor, and if the wheel hub motor comes to do the skateboard chassis there are many benefits. First, space and capacity increase; second, drive and brake rely on hub motors; third, transmission efficiency is improved; fourth, flexible, can be rotated in situ; fifth, better support for fully automatic driving. This is an electric chassis that is very close to full automatic driving.
4. Charging problems and energy technology innovation
The problem with electric vehicle charging is that the penetration rate of slow charging cannot keep up with the growth rate of the market; the temporary recharge speed of long-distance travel is too slow, and the queuing time is long, so users complain that electric vehicles have become "electric daddies"; a large number of electric vehicles are disorderly charging to bring about the load problem of urban power supply, such as Beijing, Shanghai, Shenzhen and other cities must be charged in an orderly manner; the existing charging standards of electric vehicles are not easy to adapt to new needs, such as emergency power replenishment in long-distance travel on highways. The appeal is to charge for 5 minutes to meet the needs of 200 kilometers of driving range, which requires 350 kilowatts of high-power fast charging; but also to meet the unified requirements of international trade, vehicle exports should be unified with international standards.
First of all, the charging innovation standard comes first. Chaoji is China's first and leading set of DC charging solutions with independent intellectual property rights, which takes into account the past (can directly match the existing GB system), faces the future (350 kilowatts of high-power fast charging, low-power charging DC and vehicle network interaction V2G), leads the world (synchronized with IEC international standards, promotes Chinese enterprises to go global, and promotes the unification of international interface standards). The first phase of the Chaoji demonstration project has been completed: in 2019, the high-power charging demonstration project was completed and put into operation in 8 cities including Beijing. The second phase of the Chaoji demonstration project is put into operation this year: the ChaoJi charging station is being built on the Beijing-Shanghai expressway and is expected to be completed and put into operation in the second quarter of 2022. The national standards GB/T 20234.4 (connecting components), GB/T 27930 (communication protocol), GB/T 18487.1 (charging system); GB/T 18487.1 and 27930 have been solicited for comments twice, and GB/T 20234.4 has solicited a round of opinions, and is expected to be submitted for approval in the third quarter of this year. This charging standard upgrade will bring great opportunities to the development of super fast charging and charging complementary and orderly slow charging and vehicle network interaction.
About the interaction technology between orderly slow charging and car network. It includes one-way orderly charging V1G, two-way flow of vehicle network energy V2G, and vehicle connection V2X. V1G, that is, one-way orderly charging, such as charging to the bottom of the electricity valley in the second half of the night; V2G, that is, the vehicle can reverse the power supply, can be charged and discharged, to the local area network power supply and the large power grid power supply; V2X, is Vehicle to everything, including car to car power supply, power supply to buildings, emergency power supply, home backup power supply, etc. It should be noted that the premise of achieving V2G is that the electric vehicle is connected to the power grid through a two-way charging pile when it is stopped, and if the power exchange mode is used, the energy storage function of the vehicle battery is difficult to play. At the same time, the interaction of the car network requires users, enterprises, and local governments to participate in the construction of an energy Internet platform, and all three parties have benefits and have the green benefits of promoting the development of new energy.
How much potential is there for car-network interaction? According to China's energy-saving new energy vehicle roadmap, there will be 300 million new energy vehicles in 2040, with an average battery capacity of 65 kWh per vehicle, and the energy storage capacity of on-board batteries will be 20 billion kWh, which is comparable to the total amount of electricity consumed by China every day in 2020. If the travel needs are further considered, the average amount of electricity that passenger cars can flexibly participate in grid dispatching per day is 10 billion kWh. More significant is the power regulation potential of the vehicle, because the load is reflected in power, and the amount of power depends on the power of the bidirectional charging pile. If calculated according to 15 kilowatts, according to the distribution of daily travel probabilities, the ability of 300 million new energy vehicles to support the power of the power grid has reached about 3 billion kilowatts, and the installed capacity of the country is only 2.38 billion kilowatts.
Only orderly charging can turn the electricity consumption of new energy vehicles from disorder to order, and significantly reduce the load on the grid. At present, for the construction of a new power system with new energy as the mainstay, the expansion of electrochemical energy storage power stations is very fast, and lithium-ion batteries similar to electric vehicles are used. With the rapid increase in the number of electric vehicles, it will reach 80 million to 100 million by 2030. We expect that after 2030, with the popularization and development of V2G, its capacity will exceed the electrochemical battery energy storage capacity of the power grid, and in the future power system, electric vehicles will share the important responsibility of stabilizing the power grid with energy storage power stations, and are expected to become the main body of distributed energy storage. The key problem is how to aggregate the batteries of hundreds of millions of vehicles, which is a typical market problem, simply put, it is to build a "speculation" market with the participation of the majority of car owners like the stock market and the futures market, and the owners of electric vehicles use the peak-valley electricity price difference to charge the car at a low price, discharge the power grid at a high price, and earn the price difference.
There are still many technical problems to be studied in the interaction of the car network, from the perspective of spatial scale, in the bottom layer is related to the car, and charging, it belongs to the hardware level; the middle layer is the aggregation, which is the business of the aggregator, which is actually the energy Internet platform and information platform; the upper layer is the dispatch of the power generation side and the power grid side. From the perspective of time scale, including dynamics and coordinated control and optimization management problems of high frequency, medium frequency and low frequency. There are many stakeholders related to the interaction of the car network, coordination is difficult, and things at the policy and regulatory levels are more difficult than technology. Therefore, orderly charging and vehicle network interaction can not be built in a day, and will experience the process from disorderly charging to orderly charging, to car interaction, to vehicle and microgrid interaction, and finally to the interaction of the large power grid. The next five years is a breakthrough period, the key is to improve the orderly charging related standards, supporting mechanisms, operating models, as well as technical standardization related preparations, in the key areas with a high proportion of electric vehicles to achieve V2G commercial pilots. Now Shenzhen is ready to carry out a pilot, its advantage is that the share of electric vehicles is relatively high, the level of urban management is relatively high, and it has begun to prepare for subsidies for V2G. I hope to do this in other places such as Beijing and Shanghai.
The ideal charging service system in addition to the slow charging anytime and anywhere for vehicle network interaction, but also need to be fast charged and fast replacement on the traffic trunk line, where the fast charging is. First of all, the current main body of the power exchange mode is a heavy truck, and the 49-ton heavy truck can only change electricity. The Ministry of Industry and Information Technology has begun a demonstration of heavy truck replacement, with 13 pilot cities. The industry estimates that the sales of heavy trucks will reach 20,000-30,000 units this year. At present, the main problem of power exchange is to solve the problem of interchange interconnection, and we have established the "Electric Heavy Truck Power Exchange Alliance" to promote this matter. At present, the industry standard specification is mainly formulated for interfaces and voltage standards. In terms of interfaces, whether it is hoisting or side-pushing, it is necessary to achieve unified interfaces, so that both lifting and side-mounting can be achieved. There is also an electrical interface, 1500 volts 800 amps, which is expected to be revised this year.
On this basis, the coupling complementarity of fast charging and fast change can be further realized. Construction of a "gas station" in the era of electric vehicles. Specifically, it is to transform the existing gas station into a "light-storage-charge-exchange integrated complementary smart energy system", which is important for the truck to be replaced, and the backup battery that is quickly replaced is super fast charging for the car. Because the truck is quick to change the spare battery, the photovoltaic charges it. The 350 kW high-power charging of the car is directly taken from the power grid, and the power grid will be overloaded. The average load of Beijing's power grid is more than 20 million kilowatts, and 70,000 vehicles will collapse at the same time. Therefore, it must be discharged through the energy storage battery. There are two ways to store energy, one is a special energy storage battery, and the other is to charge the car with the spare battery of the replacement heavy truck. Along these lines, we have partnered with Shell to build the world's first integrated demonstration station. It has been successfully demonstrated at the Zhangjiakou Winter Olympics. The next step will be to roll it out nationwide.
![Academician Ouyang Minggao: The 10 hot spots of new energy vehicles, as well as the future technology roadmap[fig]](data:image/gif;base64,R0lGODlhAQABAIAAAP///wAAACwAAAAAAQABAAACAkQBADs=)