Array
(
[derick] => Array
(
[Powering through the challenges for an electric vehicle supply chain] => 战胜电动汽车供应链的挑战
[The charged-up momentum in global electric vehicle demand spells changes for players in the automotive supply chains.] => 全球电动汽车需求的强劲增长给汽车供应链参与者带来诸多变化。
[[]] =>
[https://www.dhl.com/global-en/home/industry-sectors/automotive/dhl-ev-tv-series.html] => https://www.dhl.com/global-en/home/industry-sectors/automotive/dhl-ev-tv-series.html
[The battery conundrum
Supply chains face an immediate obstacle to securing the energy source for EVs. Raw materials are mined only in certain parts of the world, creating bottlenecks when EV production is ramped up.
“Batteries and electronic parts are heavily sourced from Asia, mainly from countries such as China, Japan and Korea. With EV volumes expected to intensify, we need to leverage DHL’s network & large transport modes offering to move these Dangerous Goods, while managing the complexities of storing parts for different EV variants and regulation constraints,” said Audrey Gerard, Director, Head of Auto-Mobility Sector, DHL Customer Solutions & Innovation.
There is also no standard battery size. Lithium-ion batteries, one of the more common types, come as battery cells, modules, and packs. More logistical planning by automakers is needed as original equipment manufacturers (OEMs) have different sourcing strategies for all three.
Battery production is centered around Asia — which means other regions may need to invest in battery manufacturing to keep their supply chains robust.
German automaker Daimler, for example, quickly adapted by constructing new battery manufacturing facilities in Beijing, China, and Tuscaloosa in Alabama over the last few years to cement its position in those markets.
Changing roles and the financial impact
Batteries also contribute to a shrinking pool of vehicle parts to transport, which will reshape the roles of automakers and suppliers. Exhaust systems, fuel systems, and transmissions — essential in vehicles with internal combustion engines (ICE) — are no longer required.
Business consulting firm Frost & Sullivan expects 40 to 50 percent of powertrain components in ICE-powered vehicles to be absent from future EVs.
Legacy suppliers also have to contend with dipping battery prices and competition with companies outside the traditional auto supply chain, which are the primary manufacturers of EV batteries at the moment.
The result? A shrinking potential market for suppliers and narrower margins as EV adoption rises. Suppliers that provide components for ICE vehicles will have to diversify to retain a share of the market, or risk falling revenues.
Complex and inconsistent battery regulations
Another issue lies in transportation and warehousing regulations. Within each region, and even at the intra-country level, there is no standardized rule in how authorities decree that batteries should be moved and stored.
Additional complexities emerge when damaged and defective batteries come into the picture. They cannot be transported by air, while there are additional requirements to move them via road or ocean freight and warehousing.
Countries, however, can look to Europe for reference. The “European Agreement concerning the International Carriage of Dangerous Goods by Road”, or ADR, regulates the movement of dangerous goods in the region. It outlines rules for road transport regarding packaging, load securing, classification, and labeling of dangerous goods.
The ADR also has specific requirements for handling batteries at each stage: new/used, defective, or critical, where it has to be managed in a more technically advanced manner. Today, all EU members abide by it.
Navigating change in the EV industry
The myriad impacts of electrification on the auto-mobility supply chain point to one need: an integrated logistics approach for the EV supply chain, starting with the design and production of a new vehicle, through reclamation and recycling programs, and beyond.
“The automotive industry is currently undergoing drastic changes. With the increasing demand for electric vehicles, as well as the convergence between engineering and modern technology, logistics companies must also adapt their offerings,” said Fathi Tlatli, President of Global Auto-Mobility, DHL Customer Solutions & Innovation.
Deutsche Post DHL Group (DPDHL Group) recently launched the DHL EV TV initiative to help customers better understand the automotive logistics industry and the solutions offered to support the EV sector.] => 电池谜题
当前，供应链面临着为电动汽车获取能源的障碍。原料只能在世界特定地方开采，因此会在电动汽车扩大生产规模时产生瓶颈。
“电池和电子元件主要是从亚洲采购的，主要是中国、日本和韩国等国家。由于电动汽车的保有量将急剧增加，因此我们需要利用DHL的运输网络和各种运输方式来运输这些危险品，同时也要应对不同形式电动汽车部件储存中的复杂因素和法规约束，”DHL客户解决方案和创新事业部部长、汽车交通行业主管Audrey Gerard说道。
而且电池也是没有标准尺寸的。较常用类型之一的锂离子电池是以电池芯、电池模块和电池组的形式提供的。汽车制造商需要加强物流规划，因为原始设备制造商（OEM）针对这三种电池的采购策略是不同的。
电池生产集中在亚洲――这意味着其他地区可能需要对电池制造进行投资才能保持供应链的竞争力。
例如，过去几年内，德国汽车制造商戴姆勒（Daimler）迅速做出调整。它在中国北京和阿拉巴马州塔斯卡卢萨建设了新的电池生产设施，以巩固它在这些市场中的地位。
不断变化的角色和金融影响
电池的使用不断减少了待运输车辆部件的总量，从而改变了汽车制造商和供应商的角色。排气系统、燃油系统、变速箱――这些都是内燃机（ICE）汽车不可或缺的部分――已经不再是必需品。
过去十年内，中国成为包括电池在内的电动汽车部件的全球最大生产国，也是全球主要电动汽车市场。
据弗若斯特沙利文（Frost & Sullivan）商务咨询公司预测，ICE汽车动力系统部件的40-50％将不会出现在未来的电动汽车中。
传统供应商还将面临电池价格不断下跌的局面以及传统汽车供应链之外的企业竞争――这些企业目前是电动汽车电池的主要制造商。
这会造成什么局面？随着电动汽车普及率的提高，供应商的潜在市场将不断萎缩，而且利润率会不断收窄。提供ICE车辆部件的供应商不得不开展多元化经营，以便在市场中保留一定的份额，否则就会承担收入下降的风险。
复杂而不统一的电池法规
另一个问题在于运输和储存法规。每个地区内，甚至在同一个国家内，主管机关关于电池的运输和储存方式没有统一的规则。
涉及到受损电池和有缺陷电池时，又会出现其他复杂因素。电池不能空运，而且在公路运输或海运以及储存期间还需满足其他要求。
然而，各国可以将欧洲作为参考。《危险品公路运输欧洲协议》（ADR）对该地区内的危险品运输做出了规定，其中给出了危险品包装、装载固定、分类和标签方面的公路运输规则。
《危险品公路运输欧洲协议》还对每个阶段电池的处理提出了明确要求：新电池／旧电池、有缺陷电池或临期电池，其中必须在技术上以更先进的方式对电池进行管理。如今，所有欧盟成员国都遵守这项协议。
电动汽车行业变化概览
电气化对汽车交通供应链的多方面影响都表明了一种需求：即针对电动汽车供应链采用一体化物流，从新车设计和生产开始直到回收利用及之后阶段。
“汽车行业正在经历剧变。随着电动汽车需求量的增长以及工程技术与现代技术之间的融合，物流企业也必须对自身的产品和服务进行调整，”DHL客户解决方案和创新事业部全球汽车交通总裁Fathi Tlatli说道。
德国邮政DHL集团（DPDHL）最近实施了DHL EV TV计划，旨在帮助客户更好地了解汽车物流行业以及支持电动汽车行业的解决方案。
[Comprising 12 main programs supported by webinars and podcasts, the series will contain insights and research on the entire value chain essential to the EV revolution.
With experience in different aspects of electric mobility, the dedicated supply chain specialists from the DHL EV team will cover topics from energy production and vehicle driving range, to battery storage and safety — all of which are critical to building a resilient, efficient EV supply chain.
For more EV supply chain insights, stay tuned to the latest episodes on EV TV or contact our auto-mobility experts today.] => 该系列节目包含12个主要节目并以网络研讨会和播客作为支持平台，包含整个价值链中对于电动汽车革命不可或缺的深入见解和研究结果。
DHL电动汽车团队的资深供应链专家将凭借电动交通不同方面的经验，阐述从能源生产和车辆续航里程到电池储存和安全的各种主题――这些主题对于建设适应性、高效率的电动汽车供应链至关重要。
如需了解电动汽车供应链的更多信息，敬请关注EV TV系列最新节目或者立即联系我们的汽车交通专家。
[One in three cars on the road in 2030 is likely to be an electric vehicle (EV), but getting there presents a challenge for a supply chain grappling with different battery types, inconsistent regulations and changing logistical roles.
“When customers manage multiple suppliers at different stages of the supply chain, they will find it challenging as there is no uniformity in the processes governing the way products are managed currently,” explained Fabio Sacchi, VP Commercial Business Development, DHL Team EV.
Sales of electric cars have sped up in recent years. The International Energy Agency reported a record 2.1 million global car sales transactions in 2019, surpassing the previous high in 2018. This increased the number of electric cars to 7.2 million worldwide.
According to consultancy giant Deloitte, the world is on course to reach annual EV sales of 31.1 million by 2030. Even as EV manufacturer Tesla remains a frontrunner, legacy brands like Volkswagen, the second largest EV manufacturer globally, and General Motors (GM) and Ford are catching up.
By 2030, half of Volkswagen’s sales are expected to be battery-electric vehicles, and earmarked €73 billion for developing future technologies from now till 2025. GM announced in November 2020 that it would spend US$27 billion (€22.48 billion) to develop electric and driverless vehicles, while Ford is offering electric versions of its Mustang and F-150 truck.] => 到2030年，电动汽车（EV）可能会占道路上行驶汽车的三分之一。但要想实现这个目标，供应链需要应对不同类型的电池、不统一的法规以及不断变化的物流状况，其中存在巨大的挑战。
“客户在供应链的不同阶段对多家供应商进行管理时，他们会发现其中存在重重困难，因为目前产品管理方式的相关流程并不统一，”DHL电动汽车团队商务事业部副总裁Fabio Sacchi解释道。
近年来，电动汽车的销售进入快车道。据国际能源机构报道，2019年全球汽车销售交易数量达到了创纪录的2100万笔，超过了之前2018年的最高水平，从而使全球电动汽车保有量达到720万辆。
大型咨询公司德勤（Deloitte）称，到2030年，全球电动汽车年销量将达到3110万辆。虽然作为电动汽车制造商的特斯拉仍然领先，但传统品牌――例如全球第二大电动汽车制造商大众、通用汽车（GM）和福特――都在奋起直追。
到2030年，预计大众一半的销售额将来自纯电动汽车；从目前到2025年，大众将总共投入730亿欧元资金专门用于未来技术研发。通用汽车2020年11月宣布将投入270亿美元（224.8亿欧元）开发电动汽车和无人驾驶汽车，而福特已经推出野马和F-150卡车的电动车型。
[wysiwyg] => wysiwyg
[outbound_box] => outbound_box
[Watch: DHL’s insights into the EV sector] => 观看：DHL对电动汽车行业的深入见解
[DHL EV TV Series] => DHL EV TV系列电视节目
[In a series of webinars and EV TV episodes, DHL shares its expertise in the sector and what you need to know about battery logistics.] => 在一系列网络研讨会和电动汽车电视节目中，DHL分享了它在这个行业中的专业技术以及日常所需的电池物流知识。
[EV TV is here to investigate the myths and logistics behind EV technology and explore the evolving future of electric vehicles from 2020 to 2050.] => EV TV系列节目致力于研究电动汽车技术背后的难题和物流运作，探索2020年到2050年电动汽车的未来发展路径。
[Read more] => 阅读更多
[The charged-up momentum in global electric vehicle demand spells changes for players in the automotive supply chains.One in three cars on the road in 2030 is likely to be an electric vehicle (EV), but getting there presents a challenge for a supply chain grappling with different battery types, inconsistent regulations and changing logistical roles.
“When customers manage multiple suppliers at different stages of the supply chain, they will find it challenging as there is no uniformity in the processes governing the way products are managed currently,” explained Fabio Sacchi, VP Commercial Business Development, DHL Team EV.
Sales of electric cars have sped up in recent years. The International Energy Agency reported a record 2.1 million global car sales transactions in 2019, surpassing the previous high in 2018. This increased the number of electric cars to 7.2 million worldwide.
According to consultancy giant Deloitte, the world is on course to reach annual EV sales of 31.1 million by 2030. Even as EV manufacturer Tesla remains a frontrunner, legacy brands like Volkswagen, the second largest EV manufacturer globally, and General Motors (GM) and Ford are catching up.
By 2030, half of Volkswagen’s sales are expected to be battery-electric vehicles, and earmarked €73 billion for developing future technologies from now till 2025. GM announced in November 2020 that it would spend US$27 billion (€22.48 billion) to develop electric and driverless vehicles, while Ford is offering electric versions of its Mustang and F-150 truck.
RELATED ARTICLESWatch: DHL’s insights into the EV sectorIn a series of webinars and EV TV episodes, DHL shares its expertise in the sector and what you need to know about battery logistics.The battery conundrum
Supply chains face an immediate obstacle to securing the energy source for EVs. Raw materials are mined only in certain parts of the world, creating bottlenecks when EV production is ramped up.
“Batteries and electronic parts are heavily sourced from Asia, mainly from countries such as China, Japan and Korea. With EV volumes expected to intensify, we need to leverage DHL’s network & large transport modes offering to move these Dangerous Goods, while managing the complexities of storing parts for different EV variants and regulation constraints,” said Audrey Gerard, Director, Head of Auto-Mobility Sector, DHL Customer Solutions & Innovation.
There is also no standard battery size. Lithium-ion batteries, one of the more common types, come as battery cells, modules, and packs. More logistical planning by automakers is needed as original equipment manufacturers (OEMs) have different sourcing strategies for all three.
Battery production is centered around Asia — which means other regions may need to invest in battery manufacturing to keep their supply chains robust.
German automaker Daimler, for example, quickly adapted by constructing new battery manufacturing facilities in Beijing, China, and Tuscaloosa in Alabama over the last few years to cement its position in those markets.
Changing roles and the financial impact
Batteries also contribute to a shrinking pool of vehicle parts to transport, which will reshape the roles of automakers and suppliers. Exhaust systems, fuel systems, and transmissions — essential in vehicles with internal combustion engines (ICE) — are no longer required.
Within the past decade, China has become the largest producer of electric vehicle parts, including batteries and the main EV market in the world.
Business consulting firm Frost & Sullivan expects 40 to 50 percent of powertrain components in ICE-powered vehicles to be absent from future EVs.
Legacy suppliers also have to contend with dipping battery prices and competition with companies outside the traditional auto supply chain, which are the primary manufacturers of EV batteries at the moment.
The result? A shrinking potential market for suppliers and narrower margins as EV adoption rises. Suppliers that provide components for ICE vehicles will have to diversify to retain a share of the market, or risk falling revenues.
Complex and inconsistent battery regulations
Another issue lies in transportation and warehousing regulations. Within each region, and even at the intra-country level, there is no standardized rule in how authorities decree that batteries should be moved and stored.
Additional complexities emerge when damaged and defective batteries come into the picture. They cannot be transported by air, while there are additional requirements to move them via road or ocean freight and warehousing.
Countries, however, can look to Europe for reference. The “European Agreement concerning the International Carriage of Dangerous Goods by Road”, or ADR, regulates the movement of dangerous goods in the region. It outlines rules for road transport regarding packaging, load securing, classification, and labeling of dangerous goods.
The ADR also has specific requirements for handling batteries at each stage: new/used, defective, or critical, where it has to be managed in a more technically advanced manner. Today, all EU members abide by it.
Navigating change in the EV industry
The myriad impacts of electrification on the auto-mobility supply chain point to one need: an integrated logistics approach for the EV supply chain, starting with the design and production of a new vehicle, through reclamation and recycling programs, and beyond.
“The automotive industry is currently undergoing drastic changes. With the increasing demand for electric vehicles, as well as the convergence between engineering and modern technology, logistics companies must also adapt their offerings,” said Fathi Tlatli, President of Global Auto-Mobility, DHL Customer Solutions & Innovation.
Deutsche Post DHL Group (DPDHL Group) recently launched the DHL EV TV initiative to help customers better understand the automotive logistics industry and the solutions offered to support the EV sector.
RELATED ARTICLESDHL EV TV SeriesEV TV is here to investigate the myths and logistics behind EV technology and explore the evolving future of electric vehicles from 2020 to 2050.Comprising 12 main programs supported by webinars and podcasts, the series will contain insights and research on the entire value chain essential to the EV revolution.
With experience in different aspects of electric mobility, the dedicated supply chain specialists from the DHL EV team will cover topics from energy production and vehicle driving range, to battery storage and safety — all of which are critical to building a resilient, efficient EV supply chain.
For more EV supply chain insights, stay tuned to the latest episodes on EV TV or contact our auto-mobility experts today.] =>
[] =>
[challenges-electric-vehicle-supply-chain] => challenges-electric-vehicle-supply-chain
[China] =>
[Untitled design (6)] => Untitled design (6)
[Chongqing,,China,Â,May,28,,2018:,New,Energy,Electric,Vehicle,] => Chongqing,,China,Â,May,28,,2018:,New,Energy,Electric,Vehicle,
[Untitled design (7)] => Untitled design (7)
[Article Key Image_791639731] => Article Key Image_791639731
[Single Column Image_791639731] => Single Column Image_791639731
[Oslo,,Norway,-,08,June,2017:,Electric,Car,Charging,Station.] => Oslo,,Norway,-,08,June,2017:,Electric,Car,Charging,Station.
)
[$value] => One in three cars on the road in 2030 is likely to be an electric vehicle (EV), but getting there presents a challenge for a supply chain grappling with different battery types, inconsistent regulations and changing logistical roles.
“When customers manage multiple suppliers at different stages of the supply chain, they will find it challenging as there is no uniformity in the processes governing the way products are managed currently,” explained Fabio Sacchi, VP Commercial Business Development, DHL Team EV.
Sales of electric cars have sped up in recent years. The International Energy Agency reported a record 2.1 million global car sales transactions in 2019, surpassing the previous high in 2018. This increased the number of electric cars to 7.2 million worldwide.
According to consultancy giant Deloitte, the world is on course to reach annual EV sales of 31.1 million by 2030. Even as EV manufacturer Tesla remains a frontrunner, legacy brands like Volkswagen, the second largest EV manufacturer globally, and General Motors (GM) and Ford are catching up.
By 2030, half of Volkswagen’s sales are expected to be battery-electric vehicles, and earmarked €73 billion for developing future technologies from now till 2025. GM announced in November 2020 that it would spend US$27 billion (€22.48 billion) to develop electric and driverless vehicles, while Ford is offering electric versions of its Mustang and F-150 truck.
)
Array
(
[derick] => Array
(
[Powering through the challenges for an electric vehicle supply chain] => 战胜电动汽车供应链的挑战
[The charged-up momentum in global electric vehicle demand spells changes for players in the automotive supply chains.] => 全球电动汽车需求的强劲增长给汽车供应链参与者带来诸多变化。
[[]] =>
[https://www.dhl.com/global-en/home/industry-sectors/automotive/dhl-ev-tv-series.html] => https://www.dhl.com/global-en/home/industry-sectors/automotive/dhl-ev-tv-series.html
[The battery conundrum
Supply chains face an immediate obstacle to securing the energy source for EVs. Raw materials are mined only in certain parts of the world, creating bottlenecks when EV production is ramped up.
“Batteries and electronic parts are heavily sourced from Asia, mainly from countries such as China, Japan and Korea. With EV volumes expected to intensify, we need to leverage DHL’s network & large transport modes offering to move these Dangerous Goods, while managing the complexities of storing parts for different EV variants and regulation constraints,” said Audrey Gerard, Director, Head of Auto-Mobility Sector, DHL Customer Solutions & Innovation.
There is also no standard battery size. Lithium-ion batteries, one of the more common types, come as battery cells, modules, and packs. More logistical planning by automakers is needed as original equipment manufacturers (OEMs) have different sourcing strategies for all three.
Battery production is centered around Asia — which means other regions may need to invest in battery manufacturing to keep their supply chains robust.
German automaker Daimler, for example, quickly adapted by constructing new battery manufacturing facilities in Beijing, China, and Tuscaloosa in Alabama over the last few years to cement its position in those markets.
Changing roles and the financial impact
Batteries also contribute to a shrinking pool of vehicle parts to transport, which will reshape the roles of automakers and suppliers. Exhaust systems, fuel systems, and transmissions — essential in vehicles with internal combustion engines (ICE) — are no longer required.
Business consulting firm Frost & Sullivan expects 40 to 50 percent of powertrain components in ICE-powered vehicles to be absent from future EVs.
Legacy suppliers also have to contend with dipping battery prices and competition with companies outside the traditional auto supply chain, which are the primary manufacturers of EV batteries at the moment.
The result? A shrinking potential market for suppliers and narrower margins as EV adoption rises. Suppliers that provide components for ICE vehicles will have to diversify to retain a share of the market, or risk falling revenues.
Complex and inconsistent battery regulations
Another issue lies in transportation and warehousing regulations. Within each region, and even at the intra-country level, there is no standardized rule in how authorities decree that batteries should be moved and stored.
Additional complexities emerge when damaged and defective batteries come into the picture. They cannot be transported by air, while there are additional requirements to move them via road or ocean freight and warehousing.
Countries, however, can look to Europe for reference. The “European Agreement concerning the International Carriage of Dangerous Goods by Road”, or ADR, regulates the movement of dangerous goods in the region. It outlines rules for road transport regarding packaging, load securing, classification, and labeling of dangerous goods.
The ADR also has specific requirements for handling batteries at each stage: new/used, defective, or critical, where it has to be managed in a more technically advanced manner. Today, all EU members abide by it.
Navigating change in the EV industry
The myriad impacts of electrification on the auto-mobility supply chain point to one need: an integrated logistics approach for the EV supply chain, starting with the design and production of a new vehicle, through reclamation and recycling programs, and beyond.
“The automotive industry is currently undergoing drastic changes. With the increasing demand for electric vehicles, as well as the convergence between engineering and modern technology, logistics companies must also adapt their offerings,” said Fathi Tlatli, President of Global Auto-Mobility, DHL Customer Solutions & Innovation.
Deutsche Post DHL Group (DPDHL Group) recently launched the DHL EV TV initiative to help customers better understand the automotive logistics industry and the solutions offered to support the EV sector.] => 电池谜题
当前，供应链面临着为电动汽车获取能源的障碍。原料只能在世界特定地方开采，因此会在电动汽车扩大生产规模时产生瓶颈。
“电池和电子元件主要是从亚洲采购的，主要是中国、日本和韩国等国家。由于电动汽车的保有量将急剧增加，因此我们需要利用DHL的运输网络和各种运输方式来运输这些危险品，同时也要应对不同形式电动汽车部件储存中的复杂因素和法规约束，”DHL客户解决方案和创新事业部部长、汽车交通行业主管Audrey Gerard说道。
而且电池也是没有标准尺寸的。较常用类型之一的锂离子电池是以电池芯、电池模块和电池组的形式提供的。汽车制造商需要加强物流规划，因为原始设备制造商（OEM）针对这三种电池的采购策略是不同的。
电池生产集中在亚洲――这意味着其他地区可能需要对电池制造进行投资才能保持供应链的竞争力。
例如，过去几年内，德国汽车制造商戴姆勒（Daimler）迅速做出调整。它在中国北京和阿拉巴马州塔斯卡卢萨建设了新的电池生产设施，以巩固它在这些市场中的地位。
不断变化的角色和金融影响
电池的使用不断减少了待运输车辆部件的总量，从而改变了汽车制造商和供应商的角色。排气系统、燃油系统、变速箱――这些都是内燃机（ICE）汽车不可或缺的部分――已经不再是必需品。
过去十年内，中国成为包括电池在内的电动汽车部件的全球最大生产国，也是全球主要电动汽车市场。
据弗若斯特沙利文（Frost & Sullivan）商务咨询公司预测，ICE汽车动力系统部件的40-50％将不会出现在未来的电动汽车中。
传统供应商还将面临电池价格不断下跌的局面以及传统汽车供应链之外的企业竞争――这些企业目前是电动汽车电池的主要制造商。
这会造成什么局面？随着电动汽车普及率的提高，供应商的潜在市场将不断萎缩，而且利润率会不断收窄。提供ICE车辆部件的供应商不得不开展多元化经营，以便在市场中保留一定的份额，否则就会承担收入下降的风险。
复杂而不统一的电池法规
另一个问题在于运输和储存法规。每个地区内，甚至在同一个国家内，主管机关关于电池的运输和储存方式没有统一的规则。
涉及到受损电池和有缺陷电池时，又会出现其他复杂因素。电池不能空运，而且在公路运输或海运以及储存期间还需满足其他要求。
然而，各国可以将欧洲作为参考。《危险品公路运输欧洲协议》（ADR）对该地区内的危险品运输做出了规定，其中给出了危险品包装、装载固定、分类和标签方面的公路运输规则。
《危险品公路运输欧洲协议》还对每个阶段电池的处理提出了明确要求：新电池／旧电池、有缺陷电池或临期电池，其中必须在技术上以更先进的方式对电池进行管理。如今，所有欧盟成员国都遵守这项协议。
电动汽车行业变化概览
电气化对汽车交通供应链的多方面影响都表明了一种需求：即针对电动汽车供应链采用一体化物流，从新车设计和生产开始直到回收利用及之后阶段。
“汽车行业正在经历剧变。随着电动汽车需求量的增长以及工程技术与现代技术之间的融合，物流企业也必须对自身的产品和服务进行调整，”DHL客户解决方案和创新事业部全球汽车交通总裁Fathi Tlatli说道。
德国邮政DHL集团（DPDHL）最近实施了DHL EV TV计划，旨在帮助客户更好地了解汽车物流行业以及支持电动汽车行业的解决方案。
[Comprising 12 main programs supported by webinars and podcasts, the series will contain insights and research on the entire value chain essential to the EV revolution.
With experience in different aspects of electric mobility, the dedicated supply chain specialists from the DHL EV team will cover topics from energy production and vehicle driving range, to battery storage and safety — all of which are critical to building a resilient, efficient EV supply chain.
For more EV supply chain insights, stay tuned to the latest episodes on EV TV or contact our auto-mobility experts today.] => 该系列节目包含12个主要节目并以网络研讨会和播客作为支持平台，包含整个价值链中对于电动汽车革命不可或缺的深入见解和研究结果。
DHL电动汽车团队的资深供应链专家将凭借电动交通不同方面的经验，阐述从能源生产和车辆续航里程到电池储存和安全的各种主题――这些主题对于建设适应性、高效率的电动汽车供应链至关重要。
如需了解电动汽车供应链的更多信息，敬请关注EV TV系列最新节目或者立即联系我们的汽车交通专家。
[One in three cars on the road in 2030 is likely to be an electric vehicle (EV), but getting there presents a challenge for a supply chain grappling with different battery types, inconsistent regulations and changing logistical roles.
“When customers manage multiple suppliers at different stages of the supply chain, they will find it challenging as there is no uniformity in the processes governing the way products are managed currently,” explained Fabio Sacchi, VP Commercial Business Development, DHL Team EV.
Sales of electric cars have sped up in recent years. The International Energy Agency reported a record 2.1 million global car sales transactions in 2019, surpassing the previous high in 2018. This increased the number of electric cars to 7.2 million worldwide.
According to consultancy giant Deloitte, the world is on course to reach annual EV sales of 31.1 million by 2030. Even as EV manufacturer Tesla remains a frontrunner, legacy brands like Volkswagen, the second largest EV manufacturer globally, and General Motors (GM) and Ford are catching up.
By 2030, half of Volkswagen’s sales are expected to be battery-electric vehicles, and earmarked €73 billion for developing future technologies from now till 2025. GM announced in November 2020 that it would spend US$27 billion (€22.48 billion) to develop electric and driverless vehicles, while Ford is offering electric versions of its Mustang and F-150 truck.] => 到2030年，电动汽车（EV）可能会占道路上行驶汽车的三分之一。但要想实现这个目标，供应链需要应对不同类型的电池、不统一的法规以及不断变化的物流状况，其中存在巨大的挑战。
“客户在供应链的不同阶段对多家供应商进行管理时，他们会发现其中存在重重困难，因为目前产品管理方式的相关流程并不统一，”DHL电动汽车团队商务事业部副总裁Fabio Sacchi解释道。
近年来，电动汽车的销售进入快车道。据国际能源机构报道，2019年全球汽车销售交易数量达到了创纪录的2100万笔，超过了之前2018年的最高水平，从而使全球电动汽车保有量达到720万辆。
大型咨询公司德勤（Deloitte）称，到2030年，全球电动汽车年销量将达到3110万辆。虽然作为电动汽车制造商的特斯拉仍然领先，但传统品牌――例如全球第二大电动汽车制造商大众、通用汽车（GM）和福特――都在奋起直追。
到2030年，预计大众一半的销售额将来自纯电动汽车；从目前到2025年，大众将总共投入730亿欧元资金专门用于未来技术研发。通用汽车2020年11月宣布将投入270亿美元（224.8亿欧元）开发电动汽车和无人驾驶汽车，而福特已经推出野马和F-150卡车的电动车型。
[wysiwyg] => wysiwyg
[outbound_box] => outbound_box
[Watch: DHL’s insights into the EV sector] => 观看：DHL对电动汽车行业的深入见解
[DHL EV TV Series] => DHL EV TV系列电视节目
[In a series of webinars and EV TV episodes, DHL shares its expertise in the sector and what you need to know about battery logistics.] => 在一系列网络研讨会和电动汽车电视节目中，DHL分享了它在这个行业中的专业技术以及日常所需的电池物流知识。
[EV TV is here to investigate the myths and logistics behind EV technology and explore the evolving future of electric vehicles from 2020 to 2050.] => EV TV系列节目致力于研究电动汽车技术背后的难题和物流运作，探索2020年到2050年电动汽车的未来发展路径。
[Read more] => 阅读更多
[The charged-up momentum in global electric vehicle demand spells changes for players in the automotive supply chains.One in three cars on the road in 2030 is likely to be an electric vehicle (EV), but getting there presents a challenge for a supply chain grappling with different battery types, inconsistent regulations and changing logistical roles.
“When customers manage multiple suppliers at different stages of the supply chain, they will find it challenging as there is no uniformity in the processes governing the way products are managed currently,” explained Fabio Sacchi, VP Commercial Business Development, DHL Team EV.
Sales of electric cars have sped up in recent years. The International Energy Agency reported a record 2.1 million global car sales transactions in 2019, surpassing the previous high in 2018. This increased the number of electric cars to 7.2 million worldwide.
According to consultancy giant Deloitte, the world is on course to reach annual EV sales of 31.1 million by 2030. Even as EV manufacturer Tesla remains a frontrunner, legacy brands like Volkswagen, the second largest EV manufacturer globally, and General Motors (GM) and Ford are catching up.
By 2030, half of Volkswagen’s sales are expected to be battery-electric vehicles, and earmarked €73 billion for developing future technologies from now till 2025. GM announced in November 2020 that it would spend US$27 billion (€22.48 billion) to develop electric and driverless vehicles, while Ford is offering electric versions of its Mustang and F-150 truck.
RELATED ARTICLESWatch: DHL’s insights into the EV sectorIn a series of webinars and EV TV episodes, DHL shares its expertise in the sector and what you need to know about battery logistics.The battery conundrum
Supply chains face an immediate obstacle to securing the energy source for EVs. Raw materials are mined only in certain parts of the world, creating bottlenecks when EV production is ramped up.
“Batteries and electronic parts are heavily sourced from Asia, mainly from countries such as China, Japan and Korea. With EV volumes expected to intensify, we need to leverage DHL’s network & large transport modes offering to move these Dangerous Goods, while managing the complexities of storing parts for different EV variants and regulation constraints,” said Audrey Gerard, Director, Head of Auto-Mobility Sector, DHL Customer Solutions & Innovation.
There is also no standard battery size. Lithium-ion batteries, one of the more common types, come as battery cells, modules, and packs. More logistical planning by automakers is needed as original equipment manufacturers (OEMs) have different sourcing strategies for all three.
Battery production is centered around Asia — which means other regions may need to invest in battery manufacturing to keep their supply chains robust.
German automaker Daimler, for example, quickly adapted by constructing new battery manufacturing facilities in Beijing, China, and Tuscaloosa in Alabama over the last few years to cement its position in those markets.
Changing roles and the financial impact
Batteries also contribute to a shrinking pool of vehicle parts to transport, which will reshape the roles of automakers and suppliers. Exhaust systems, fuel systems, and transmissions — essential in vehicles with internal combustion engines (ICE) — are no longer required.
Within the past decade, China has become the largest producer of electric vehicle parts, including batteries and the main EV market in the world.
Business consulting firm Frost & Sullivan expects 40 to 50 percent of powertrain components in ICE-powered vehicles to be absent from future EVs.
Legacy suppliers also have to contend with dipping battery prices and competition with companies outside the traditional auto supply chain, which are the primary manufacturers of EV batteries at the moment.
The result? A shrinking potential market for suppliers and narrower margins as EV adoption rises. Suppliers that provide components for ICE vehicles will have to diversify to retain a share of the market, or risk falling revenues.
Complex and inconsistent battery regulations
Another issue lies in transportation and warehousing regulations. Within each region, and even at the intra-country level, there is no standardized rule in how authorities decree that batteries should be moved and stored.
Additional complexities emerge when damaged and defective batteries come into the picture. They cannot be transported by air, while there are additional requirements to move them via road or ocean freight and warehousing.
Countries, however, can look to Europe for reference. The “European Agreement concerning the International Carriage of Dangerous Goods by Road”, or ADR, regulates the movement of dangerous goods in the region. It outlines rules for road transport regarding packaging, load securing, classification, and labeling of dangerous goods.
The ADR also has specific requirements for handling batteries at each stage: new/used, defective, or critical, where it has to be managed in a more technically advanced manner. Today, all EU members abide by it.
Navigating change in the EV industry
The myriad impacts of electrification on the auto-mobility supply chain point to one need: an integrated logistics approach for the EV supply chain, starting with the design and production of a new vehicle, through reclamation and recycling programs, and beyond.
“The automotive industry is currently undergoing drastic changes. With the increasing demand for electric vehicles, as well as the convergence between engineering and modern technology, logistics companies must also adapt their offerings,” said Fathi Tlatli, President of Global Auto-Mobility, DHL Customer Solutions & Innovation.
Deutsche Post DHL Group (DPDHL Group) recently launched the DHL EV TV initiative to help customers better understand the automotive logistics industry and the solutions offered to support the EV sector.
RELATED ARTICLESDHL EV TV SeriesEV TV is here to investigate the myths and logistics behind EV technology and explore the evolving future of electric vehicles from 2020 to 2050.Comprising 12 main programs supported by webinars and podcasts, the series will contain insights and research on the entire value chain essential to the EV revolution.
With experience in different aspects of electric mobility, the dedicated supply chain specialists from the DHL EV team will cover topics from energy production and vehicle driving range, to battery storage and safety — all of which are critical to building a resilient, efficient EV supply chain.
For more EV supply chain insights, stay tuned to the latest episodes on EV TV or contact our auto-mobility experts today.] =>
[] =>
[challenges-electric-vehicle-supply-chain] => challenges-electric-vehicle-supply-chain
[China] =>
[Untitled design (6)] => Untitled design (6)
[Chongqing,,China,Â,May,28,,2018:,New,Energy,Electric,Vehicle,] => Chongqing,,China,Â,May,28,,2018:,New,Energy,Electric,Vehicle,
[Untitled design (7)] => Untitled design (7)
[Article Key Image_791639731] => Article Key Image_791639731
[Single Column Image_791639731] => Single Column Image_791639731
[Oslo,,Norway,-,08,June,2017:,Electric,Car,Charging,Station.] => Oslo,,Norway,-,08,June,2017:,Electric,Car,Charging,Station.
)
[$value] => The battery conundrum
Supply chains face an immediate obstacle to securing the energy source for EVs. Raw materials are mined only in certain parts of the world, creating bottlenecks when EV production is ramped up.
“Batteries and electronic parts are heavily sourced from Asia, mainly from countries such as China, Japan and Korea. With EV volumes expected to intensify, we need to leverage DHL’s network & large transport modes offering to move these Dangerous Goods, while managing the complexities of storing parts for different EV variants and regulation constraints,” said Audrey Gerard, Director, Head of Auto-Mobility Sector, DHL Customer Solutions & Innovation.
There is also no standard battery size. Lithium-ion batteries, one of the more common types, come as battery cells, modules, and packs. More logistical planning by automakers is needed as original equipment manufacturers (OEMs) have different sourcing strategies for all three.
Battery production is centered around Asia — which means other regions may need to invest in battery manufacturing to keep their supply chains robust.
German automaker Daimler, for example, quickly adapted by constructing new battery manufacturing facilities in Beijing, China, and Tuscaloosa in Alabama over the last few years to cement its position in those markets.
Changing roles and the financial impact
Batteries also contribute to a shrinking pool of vehicle parts to transport, which will reshape the roles of automakers and suppliers. Exhaust systems, fuel systems, and transmissions — essential in vehicles with internal combustion engines (ICE) — are no longer required.
[caption id="attachment_27619" align="alignnone" width="2560"] Within the past decade, China has become the largest producer of electric vehicle parts, including batteries and the main EV market in the world.[/caption]
Business consulting firm Frost & Sullivan expects 40 to 50 percent of powertrain components in ICE-powered vehicles to be absent from future EVs.
Legacy suppliers also have to contend with dipping battery prices and competition with companies outside the traditional auto supply chain, which are the primary manufacturers of EV batteries at the moment.
The result? A shrinking potential market for suppliers and narrower margins as EV adoption rises. Suppliers that provide components for ICE vehicles will have to diversify to retain a share of the market, or risk falling revenues.
Complex and inconsistent battery regulations
Another issue lies in transportation and warehousing regulations. Within each region, and even at the intra-country level, there is no standardized rule in how authorities decree that batteries should be moved and stored.
Additional complexities emerge when damaged and defective batteries come into the picture. They cannot be transported by air, while there are additional requirements to move them via road or ocean freight and warehousing.
Countries, however, can look to Europe for reference. The “European Agreement concerning the International Carriage of Dangerous Goods by Road”, or ADR, regulates the movement of dangerous goods in the region. It outlines rules for road transport regarding packaging, load securing, classification, and labeling of dangerous goods.
The ADR also has specific requirements for handling batteries at each stage: new/used, defective, or critical, where it has to be managed in a more technically advanced manner. Today, all EU members abide by it.
Navigating change in the EV industry
The myriad impacts of electrification on the auto-mobility supply chain point to one need: an integrated logistics approach for the EV supply chain, starting with the design and production of a new vehicle, through reclamation and recycling programs, and beyond.
“The automotive industry is currently undergoing drastic changes. With the increasing demand for electric vehicles, as well as the convergence between engineering and modern technology, logistics companies must also adapt their offerings,” said Fathi Tlatli, President of Global Auto-Mobility, DHL Customer Solutions & Innovation.
Deutsche Post DHL Group (DPDHL Group) recently launched the DHL EV TV initiative to help customers better understand the automotive logistics industry and the solutions offered to support the EV sector.
)
Array
(
[derick] => Array
(
[Powering through the challenges for an electric vehicle supply chain] => 战胜电动汽车供应链的挑战
[The charged-up momentum in global electric vehicle demand spells changes for players in the automotive supply chains.] => 全球电动汽车需求的强劲增长给汽车供应链参与者带来诸多变化。
[[]] =>
[https://www.dhl.com/global-en/home/industry-sectors/automotive/dhl-ev-tv-series.html] => https://www.dhl.com/global-en/home/industry-sectors/automotive/dhl-ev-tv-series.html
[The battery conundrum
Supply chains face an immediate obstacle to securing the energy source for EVs. Raw materials are mined only in certain parts of the world, creating bottlenecks when EV production is ramped up.
“Batteries and electronic parts are heavily sourced from Asia, mainly from countries such as China, Japan and Korea. With EV volumes expected to intensify, we need to leverage DHL’s network & large transport modes offering to move these Dangerous Goods, while managing the complexities of storing parts for different EV variants and regulation constraints,” said Audrey Gerard, Director, Head of Auto-Mobility Sector, DHL Customer Solutions & Innovation.
There is also no standard battery size. Lithium-ion batteries, one of the more common types, come as battery cells, modules, and packs. More logistical planning by automakers is needed as original equipment manufacturers (OEMs) have different sourcing strategies for all three.
Battery production is centered around Asia — which means other regions may need to invest in battery manufacturing to keep their supply chains robust.
German automaker Daimler, for example, quickly adapted by constructing new battery manufacturing facilities in Beijing, China, and Tuscaloosa in Alabama over the last few years to cement its position in those markets.
Changing roles and the financial impact
Batteries also contribute to a shrinking pool of vehicle parts to transport, which will reshape the roles of automakers and suppliers. Exhaust systems, fuel systems, and transmissions — essential in vehicles with internal combustion engines (ICE) — are no longer required.
Business consulting firm Frost & Sullivan expects 40 to 50 percent of powertrain components in ICE-powered vehicles to be absent from future EVs.
Legacy suppliers also have to contend with dipping battery prices and competition with companies outside the traditional auto supply chain, which are the primary manufacturers of EV batteries at the moment.
The result? A shrinking potential market for suppliers and narrower margins as EV adoption rises. Suppliers that provide components for ICE vehicles will have to diversify to retain a share of the market, or risk falling revenues.
Complex and inconsistent battery regulations
Another issue lies in transportation and warehousing regulations. Within each region, and even at the intra-country level, there is no standardized rule in how authorities decree that batteries should be moved and stored.
Additional complexities emerge when damaged and defective batteries come into the picture. They cannot be transported by air, while there are additional requirements to move them via road or ocean freight and warehousing.
Countries, however, can look to Europe for reference. The “European Agreement concerning the International Carriage of Dangerous Goods by Road”, or ADR, regulates the movement of dangerous goods in the region. It outlines rules for road transport regarding packaging, load securing, classification, and labeling of dangerous goods.
The ADR also has specific requirements for handling batteries at each stage: new/used, defective, or critical, where it has to be managed in a more technically advanced manner. Today, all EU members abide by it.
Navigating change in the EV industry
The myriad impacts of electrification on the auto-mobility supply chain point to one need: an integrated logistics approach for the EV supply chain, starting with the design and production of a new vehicle, through reclamation and recycling programs, and beyond.
“The automotive industry is currently undergoing drastic changes. With the increasing demand for electric vehicles, as well as the convergence between engineering and modern technology, logistics companies must also adapt their offerings,” said Fathi Tlatli, President of Global Auto-Mobility, DHL Customer Solutions & Innovation.
Deutsche Post DHL Group (DPDHL Group) recently launched the DHL EV TV initiative to help customers better understand the automotive logistics industry and the solutions offered to support the EV sector.] => 电池谜题
当前，供应链面临着为电动汽车获取能源的障碍。原料只能在世界特定地方开采，因此会在电动汽车扩大生产规模时产生瓶颈。
“电池和电子元件主要是从亚洲采购的，主要是中国、日本和韩国等国家。由于电动汽车的保有量将急剧增加，因此我们需要利用DHL的运输网络和各种运输方式来运输这些危险品，同时也要应对不同形式电动汽车部件储存中的复杂因素和法规约束，”DHL客户解决方案和创新事业部部长、汽车交通行业主管Audrey Gerard说道。
而且电池也是没有标准尺寸的。较常用类型之一的锂离子电池是以电池芯、电池模块和电池组的形式提供的。汽车制造商需要加强物流规划，因为原始设备制造商（OEM）针对这三种电池的采购策略是不同的。
电池生产集中在亚洲――这意味着其他地区可能需要对电池制造进行投资才能保持供应链的竞争力。
例如，过去几年内，德国汽车制造商戴姆勒（Daimler）迅速做出调整。它在中国北京和阿拉巴马州塔斯卡卢萨建设了新的电池生产设施，以巩固它在这些市场中的地位。
不断变化的角色和金融影响
电池的使用不断减少了待运输车辆部件的总量，从而改变了汽车制造商和供应商的角色。排气系统、燃油系统、变速箱――这些都是内燃机（ICE）汽车不可或缺的部分――已经不再是必需品。
过去十年内，中国成为包括电池在内的电动汽车部件的全球最大生产国，也是全球主要电动汽车市场。
据弗若斯特沙利文（Frost & Sullivan）商务咨询公司预测，ICE汽车动力系统部件的40-50％将不会出现在未来的电动汽车中。
传统供应商还将面临电池价格不断下跌的局面以及传统汽车供应链之外的企业竞争――这些企业目前是电动汽车电池的主要制造商。
这会造成什么局面？随着电动汽车普及率的提高，供应商的潜在市场将不断萎缩，而且利润率会不断收窄。提供ICE车辆部件的供应商不得不开展多元化经营，以便在市场中保留一定的份额，否则就会承担收入下降的风险。
复杂而不统一的电池法规
另一个问题在于运输和储存法规。每个地区内，甚至在同一个国家内，主管机关关于电池的运输和储存方式没有统一的规则。
涉及到受损电池和有缺陷电池时，又会出现其他复杂因素。电池不能空运，而且在公路运输或海运以及储存期间还需满足其他要求。
然而，各国可以将欧洲作为参考。《危险品公路运输欧洲协议》（ADR）对该地区内的危险品运输做出了规定，其中给出了危险品包装、装载固定、分类和标签方面的公路运输规则。
《危险品公路运输欧洲协议》还对每个阶段电池的处理提出了明确要求：新电池／旧电池、有缺陷电池或临期电池，其中必须在技术上以更先进的方式对电池进行管理。如今，所有欧盟成员国都遵守这项协议。
电动汽车行业变化概览
电气化对汽车交通供应链的多方面影响都表明了一种需求：即针对电动汽车供应链采用一体化物流，从新车设计和生产开始直到回收利用及之后阶段。
“汽车行业正在经历剧变。随着电动汽车需求量的增长以及工程技术与现代技术之间的融合，物流企业也必须对自身的产品和服务进行调整，”DHL客户解决方案和创新事业部全球汽车交通总裁Fathi Tlatli说道。
德国邮政DHL集团（DPDHL）最近实施了DHL EV TV计划，旨在帮助客户更好地了解汽车物流行业以及支持电动汽车行业的解决方案。
[Comprising 12 main programs supported by webinars and podcasts, the series will contain insights and research on the entire value chain essential to the EV revolution.
With experience in different aspects of electric mobility, the dedicated supply chain specialists from the DHL EV team will cover topics from energy production and vehicle driving range, to battery storage and safety — all of which are critical to building a resilient, efficient EV supply chain.
For more EV supply chain insights, stay tuned to the latest episodes on EV TV or contact our auto-mobility experts today.] => 该系列节目包含12个主要节目并以网络研讨会和播客作为支持平台，包含整个价值链中对于电动汽车革命不可或缺的深入见解和研究结果。
DHL电动汽车团队的资深供应链专家将凭借电动交通不同方面的经验，阐述从能源生产和车辆续航里程到电池储存和安全的各种主题――这些主题对于建设适应性、高效率的电动汽车供应链至关重要。
如需了解电动汽车供应链的更多信息，敬请关注EV TV系列最新节目或者立即联系我们的汽车交通专家。
[One in three cars on the road in 2030 is likely to be an electric vehicle (EV), but getting there presents a challenge for a supply chain grappling with different battery types, inconsistent regulations and changing logistical roles.
“When customers manage multiple suppliers at different stages of the supply chain, they will find it challenging as there is no uniformity in the processes governing the way products are managed currently,” explained Fabio Sacchi, VP Commercial Business Development, DHL Team EV.
Sales of electric cars have sped up in recent years. The International Energy Agency reported a record 2.1 million global car sales transactions in 2019, surpassing the previous high in 2018. This increased the number of electric cars to 7.2 million worldwide.
According to consultancy giant Deloitte, the world is on course to reach annual EV sales of 31.1 million by 2030. Even as EV manufacturer Tesla remains a frontrunner, legacy brands like Volkswagen, the second largest EV manufacturer globally, and General Motors (GM) and Ford are catching up.
By 2030, half of Volkswagen’s sales are expected to be battery-electric vehicles, and earmarked €73 billion for developing future technologies from now till 2025. GM announced in November 2020 that it would spend US$27 billion (€22.48 billion) to develop electric and driverless vehicles, while Ford is offering electric versions of its Mustang and F-150 truck.] => 到2030年，电动汽车（EV）可能会占道路上行驶汽车的三分之一。但要想实现这个目标，供应链需要应对不同类型的电池、不统一的法规以及不断变化的物流状况，其中存在巨大的挑战。
“客户在供应链的不同阶段对多家供应商进行管理时，他们会发现其中存在重重困难，因为目前产品管理方式的相关流程并不统一，”DHL电动汽车团队商务事业部副总裁Fabio Sacchi解释道。
近年来，电动汽车的销售进入快车道。据国际能源机构报道，2019年全球汽车销售交易数量达到了创纪录的2100万笔，超过了之前2018年的最高水平，从而使全球电动汽车保有量达到720万辆。
大型咨询公司德勤（Deloitte）称，到2030年，全球电动汽车年销量将达到3110万辆。虽然作为电动汽车制造商的特斯拉仍然领先，但传统品牌――例如全球第二大电动汽车制造商大众、通用汽车（GM）和福特――都在奋起直追。
到2030年，预计大众一半的销售额将来自纯电动汽车；从目前到2025年，大众将总共投入730亿欧元资金专门用于未来技术研发。通用汽车2020年11月宣布将投入270亿美元（224.8亿欧元）开发电动汽车和无人驾驶汽车，而福特已经推出野马和F-150卡车的电动车型。
[wysiwyg] => wysiwyg
[outbound_box] => outbound_box
[Watch: DHL’s insights into the EV sector] => 观看：DHL对电动汽车行业的深入见解
[DHL EV TV Series] => DHL EV TV系列电视节目
[In a series of webinars and EV TV episodes, DHL shares its expertise in the sector and what you need to know about battery logistics.] => 在一系列网络研讨会和电动汽车电视节目中，DHL分享了它在这个行业中的专业技术以及日常所需的电池物流知识。
[EV TV is here to investigate the myths and logistics behind EV technology and explore the evolving future of electric vehicles from 2020 to 2050.] => EV TV系列节目致力于研究电动汽车技术背后的难题和物流运作，探索2020年到2050年电动汽车的未来发展路径。
[Read more] => 阅读更多
[The charged-up momentum in global electric vehicle demand spells changes for players in the automotive supply chains.One in three cars on the road in 2030 is likely to be an electric vehicle (EV), but getting there presents a challenge for a supply chain grappling with different battery types, inconsistent regulations and changing logistical roles.
“When customers manage multiple suppliers at different stages of the supply chain, they will find it challenging as there is no uniformity in the processes governing the way products are managed currently,” explained Fabio Sacchi, VP Commercial Business Development, DHL Team EV.
Sales of electric cars have sped up in recent years. The International Energy Agency reported a record 2.1 million global car sales transactions in 2019, surpassing the previous high in 2018. This increased the number of electric cars to 7.2 million worldwide.
According to consultancy giant Deloitte, the world is on course to reach annual EV sales of 31.1 million by 2030. Even as EV manufacturer Tesla remains a frontrunner, legacy brands like Volkswagen, the second largest EV manufacturer globally, and General Motors (GM) and Ford are catching up.
By 2030, half of Volkswagen’s sales are expected to be battery-electric vehicles, and earmarked €73 billion for developing future technologies from now till 2025. GM announced in November 2020 that it would spend US$27 billion (€22.48 billion) to develop electric and driverless vehicles, while Ford is offering electric versions of its Mustang and F-150 truck.
RELATED ARTICLESWatch: DHL’s insights into the EV sectorIn a series of webinars and EV TV episodes, DHL shares its expertise in the sector and what you need to know about battery logistics.The battery conundrum
Supply chains face an immediate obstacle to securing the energy source for EVs. Raw materials are mined only in certain parts of the world, creating bottlenecks when EV production is ramped up.
“Batteries and electronic parts are heavily sourced from Asia, mainly from countries such as China, Japan and Korea. With EV volumes expected to intensify, we need to leverage DHL’s network & large transport modes offering to move these Dangerous Goods, while managing the complexities of storing parts for different EV variants and regulation constraints,” said Audrey Gerard, Director, Head of Auto-Mobility Sector, DHL Customer Solutions & Innovation.
There is also no standard battery size. Lithium-ion batteries, one of the more common types, come as battery cells, modules, and packs. More logistical planning by automakers is needed as original equipment manufacturers (OEMs) have different sourcing strategies for all three.
Battery production is centered around Asia — which means other regions may need to invest in battery manufacturing to keep their supply chains robust.
German automaker Daimler, for example, quickly adapted by constructing new battery manufacturing facilities in Beijing, China, and Tuscaloosa in Alabama over the last few years to cement its position in those markets.
Changing roles and the financial impact
Batteries also contribute to a shrinking pool of vehicle parts to transport, which will reshape the roles of automakers and suppliers. Exhaust systems, fuel systems, and transmissions — essential in vehicles with internal combustion engines (ICE) — are no longer required.
Within the past decade, China has become the largest producer of electric vehicle parts, including batteries and the main EV market in the world.
Business consulting firm Frost & Sullivan expects 40 to 50 percent of powertrain components in ICE-powered vehicles to be absent from future EVs.
Legacy suppliers also have to contend with dipping battery prices and competition with companies outside the traditional auto supply chain, which are the primary manufacturers of EV batteries at the moment.
The result? A shrinking potential market for suppliers and narrower margins as EV adoption rises. Suppliers that provide components for ICE vehicles will have to diversify to retain a share of the market, or risk falling revenues.
Complex and inconsistent battery regulations
Another issue lies in transportation and warehousing regulations. Within each region, and even at the intra-country level, there is no standardized rule in how authorities decree that batteries should be moved and stored.
Additional complexities emerge when damaged and defective batteries come into the picture. They cannot be transported by air, while there are additional requirements to move them via road or ocean freight and warehousing.
Countries, however, can look to Europe for reference. The “European Agreement concerning the International Carriage of Dangerous Goods by Road”, or ADR, regulates the movement of dangerous goods in the region. It outlines rules for road transport regarding packaging, load securing, classification, and labeling of dangerous goods.
The ADR also has specific requirements for handling batteries at each stage: new/used, defective, or critical, where it has to be managed in a more technically advanced manner. Today, all EU members abide by it.
Navigating change in the EV industry
The myriad impacts of electrification on the auto-mobility supply chain point to one need: an integrated logistics approach for the EV supply chain, starting with the design and production of a new vehicle, through reclamation and recycling programs, and beyond.
“The automotive industry is currently undergoing drastic changes. With the increasing demand for electric vehicles, as well as the convergence between engineering and modern technology, logistics companies must also adapt their offerings,” said Fathi Tlatli, President of Global Auto-Mobility, DHL Customer Solutions & Innovation.
Deutsche Post DHL Group (DPDHL Group) recently launched the DHL EV TV initiative to help customers better understand the automotive logistics industry and the solutions offered to support the EV sector.
RELATED ARTICLESDHL EV TV SeriesEV TV is here to investigate the myths and logistics behind EV technology and explore the evolving future of electric vehicles from 2020 to 2050.Comprising 12 main programs supported by webinars and podcasts, the series will contain insights and research on the entire value chain essential to the EV revolution.
With experience in different aspects of electric mobility, the dedicated supply chain specialists from the DHL EV team will cover topics from energy production and vehicle driving range, to battery storage and safety — all of which are critical to building a resilient, efficient EV supply chain.
For more EV supply chain insights, stay tuned to the latest episodes on EV TV or contact our auto-mobility experts today.] =>
[] =>
[challenges-electric-vehicle-supply-chain] => challenges-electric-vehicle-supply-chain
[China] =>
[Untitled design (6)] => Untitled design (6)
[Chongqing,,China,Â,May,28,,2018:,New,Energy,Electric,Vehicle,] => Chongqing,,China,Â,May,28,,2018:,New,Energy,Electric,Vehicle,
[Untitled design (7)] => Untitled design (7)
[Article Key Image_791639731] => Article Key Image_791639731
[Single Column Image_791639731] => Single Column Image_791639731
[Oslo,,Norway,-,08,June,2017:,Electric,Car,Charging,Station.] => Oslo,,Norway,-,08,June,2017:,Electric,Car,Charging,Station.
)
[$value] => Comprising 12 main programs supported by webinars and podcasts, the series will contain insights and research on the entire value chain essential to the EV revolution.
With experience in different aspects of electric mobility, the dedicated supply chain specialists from the DHL EV team will cover topics from energy production and vehicle driving range, to battery storage and safety — all of which are critical to building a resilient, efficient EV supply chain.
For more EV supply chain insights, stay tuned to the latest episodes on EV TV or contact our auto-mobility experts today.
)
过去十年内，中国成为包括电池在内的电动汽车部件的全球最大生产国，也是全球主要电动汽车市场。
据弗若斯特沙利文（Frost & Sullivan）商务咨询公司预测，ICE汽车动力系统部件的40-50％将不会出现在未来的电动汽车中。
传统供应商还将面临电池价格不断下跌的局面以及传统汽车供应链之外的企业竞争――这些企业目前是电动汽车电池的主要制造商。
这会造成什么局面？随着电动汽车普及率的提高，供应商的潜在市场将不断萎缩，而且利润率会不断收窄。提供ICE车辆部件的供应商不得不开展多元化经营，以便在市场中保留一定的份额，否则就会承担收入下降的风险。
复杂而不统一的电池法规
另一个问题在于运输和储存法规。每个地区内，甚至在同一个国家内，主管机关关于电池的运输和储存方式没有统一的规则。
涉及到受损电池和有缺陷电池时，又会出现其他复杂因素。电池不能空运，而且在公路运输或海运以及储存期间还需满足其他要求。
然而，各国可以将欧洲作为参考。《危险品公路运输欧洲协议》（ADR）对该地区内的危险品运输做出了规定，其中给出了危险品包装、装载固定、分类和标签方面的公路运输规则。
《危险品公路运输欧洲协议》还对每个阶段电池的处理提出了明确要求：新电池／旧电池、有缺陷电池或临期电池，其中必须在技术上以更先进的方式对电池进行管理。如今，所有欧盟成员国都遵守这项协议。
电动汽车行业变化概览
电气化对汽车交通供应链的多方面影响都表明了一种需求：即针对电动汽车供应链采用一体化物流，从新车设计和生产开始直到回收利用及之后阶段。
“汽车行业正在经历剧变。随着电动汽车需求量的增长以及工程技术与现代技术之间的融合，物流企业也必须对自身的产品和服务进行调整，”DHL客户解决方案和创新事业部全球汽车交通总裁Fathi Tlatli说道。
德国邮政DHL集团（DPDHL）最近实施了DHL EV TV计划，旨在帮助客户更好地了解汽车物流行业以及支持电动汽车行业的解决方案。
[Comprising 12 main programs supported by webinars and podcasts, the series will contain insights and research on the entire value chain essential to the EV revolution.
With experience in different aspects of electric mobility, the dedicated supply chain specialists from the DHL EV team will cover topics from energy production and vehicle driving range, to battery storage and safety — all of which are critical to building a resilient, efficient EV supply chain.
For more EV supply chain insights, stay tuned to the latest episodes on EV TV or contact our auto-mobility experts today.] => 该系列节目包含12个主要节目并以网络研讨会和播客作为支持平台，包含整个价值链中对于电动汽车革命不可或缺的深入见解和研究结果。
DHL电动汽车团队的资深供应链专家将凭借电动交通不同方面的经验，阐述从能源生产和车辆续航里程到电池储存和安全的各种主题――这些主题对于建设适应性、高效率的电动汽车供应链至关重要。
如需了解电动汽车供应链的更多信息，敬请关注EV TV系列最新节目或者立即联系我们的汽车交通专家。
[One in three cars on the road in 2030 is likely to be an electric vehicle (EV), but getting there presents a challenge for a supply chain grappling with different battery types, inconsistent regulations and changing logistical roles.
“When customers manage multiple suppliers at different stages of the supply chain, they will find it challenging as there is no uniformity in the processes governing the way products are managed currently,” explained Fabio Sacchi, VP Commercial Business Development, DHL Team EV.
Sales of electric cars have sped up in recent years. The International Energy Agency reported a record 2.1 million global car sales transactions in 2019, surpassing the previous high in 2018. This increased the number of electric cars to 7.2 million worldwide.
According to consultancy giant Deloitte, the world is on course to reach annual EV sales of 31.1 million by 2030. Even as EV manufacturer Tesla remains a frontrunner, legacy brands like Volkswagen, the second largest EV manufacturer globally, and General Motors (GM) and Ford are catching up.
By 2030, half of Volkswagen’s sales are expected to be battery-electric vehicles, and earmarked €73 billion for developing future technologies from now till 2025. GM announced in November 2020 that it would spend US$27 billion (€22.48 billion) to develop electric and driverless vehicles, while Ford is offering electric versions of its Mustang and F-150 truck.] => 到2030年，电动汽车（EV）可能会占道路上行驶汽车的三分之一。但要想实现这个目标，供应链需要应对不同类型的电池、不统一的法规以及不断变化的物流状况，其中存在巨大的挑战。
“客户在供应链的不同阶段对多家供应商进行管理时，他们会发现其中存在重重困难，因为目前产品管理方式的相关流程并不统一，”DHL电动汽车团队商务事业部副总裁Fabio Sacchi解释道。
近年来，电动汽车的销售进入快车道。据国际能源机构报道，2019年全球汽车销售交易数量达到了创纪录的2100万笔，超过了之前2018年的最高水平，从而使全球电动汽车保有量达到720万辆。
大型咨询公司德勤（Deloitte）称，到2030年，全球电动汽车年销量将达到3110万辆。虽然作为电动汽车制造商的特斯拉仍然领先，但传统品牌――例如全球第二大电动汽车制造商大众、通用汽车（GM）和福特――都在奋起直追。
到2030年，预计大众一半的销售额将来自纯电动汽车；从目前到2025年，大众将总共投入730亿欧元资金专门用于未来技术研发。通用汽车2020年11月宣布将投入270亿美元（224.8亿欧元）开发电动汽车和无人驾驶汽车，而福特已经推出野马和F-150卡车的电动车型。
[wysiwyg] => wysiwyg
[outbound_box] => outbound_box
[Watch: DHL’s insights into the EV sector] => 观看：DHL对电动汽车行业的深入见解
[DHL EV TV Series] => DHL EV TV系列电视节目
[In a series of webinars and EV TV episodes, DHL shares its expertise in the sector and what you need to know about battery logistics.] => 在一系列网络研讨会和电动汽车电视节目中，DHL分享了它在这个行业中的专业技术以及日常所需的电池物流知识。
[EV TV is here to investigate the myths and logistics behind EV technology and explore the evolving future of electric vehicles from 2020 to 2050.] => EV TV系列节目致力于研究电动汽车技术背后的难题和物流运作，探索2020年到2050年电动汽车的未来发展路径。
[Read more] => 阅读更多
[The charged-up momentum in global electric vehicle demand spells changes for players in the automotive supply chains.One in three cars on the road in 2030 is likely to be an electric vehicle (EV), but getting there presents a challenge for a supply chain grappling with different battery types, inconsistent regulations and changing logistical roles.
“When customers manage multiple suppliers at different stages of the supply chain, they will find it challenging as there is no uniformity in the processes governing the way products are managed currently,” explained Fabio Sacchi, VP Commercial Business Development, DHL Team EV.
Sales of electric cars have sped up in recent years. The International Energy Agency reported a record 2.1 million global car sales transactions in 2019, surpassing the previous high in 2018. This increased the number of electric cars to 7.2 million worldwide.
According to consultancy giant Deloitte, the world is on course to reach annual EV sales of 31.1 million by 2030. Even as EV manufacturer Tesla remains a frontrunner, legacy brands like Volkswagen, the second largest EV manufacturer globally, and General Motors (GM) and Ford are catching up.
By 2030, half of Volkswagen’s sales are expected to be battery-electric vehicles, and earmarked €73 billion for developing future technologies from now till 2025. GM announced in November 2020 that it would spend US$27 billion (€22.48 billion) to develop electric and driverless vehicles, while Ford is offering electric versions of its Mustang and F-150 truck.
RELATED ARTICLESWatch: DHL’s insights into the EV sectorIn a series of webinars and EV TV episodes, DHL shares its expertise in the sector and what you need to know about battery logistics.The battery conundrum
Supply chains face an immediate obstacle to securing the energy source for EVs. Raw materials are mined only in certain parts of the world, creating bottlenecks when EV production is ramped up.
“Batteries and electronic parts are heavily sourced from Asia, mainly from countries such as China, Japan and Korea. With EV volumes expected to intensify, we need to leverage DHL’s network & large transport modes offering to move these Dangerous Goods, while managing the complexities of storing parts for different EV variants and regulation constraints,” said Audrey Gerard, Director, Head of Auto-Mobility Sector, DHL Customer Solutions & Innovation.
There is also no standard battery size. Lithium-ion batteries, one of the more common types, come as battery cells, modules, and packs. More logistical planning by automakers is needed as original equipment manufacturers (OEMs) have different sourcing strategies for all three.
Battery production is centered around Asia — which means other regions may need to invest in battery manufacturing to keep their supply chains robust.
German automaker Daimler, for example, quickly adapted by constructing new battery manufacturing facilities in Beijing, China, and Tuscaloosa in Alabama over the last few years to cement its position in those markets.
Changing roles and the financial impact
Batteries also contribute to a shrinking pool of vehicle parts to transport, which will reshape the roles of automakers and suppliers. Exhaust systems, fuel systems, and transmissions — essential in vehicles with internal combustion engines (ICE) — are no longer required.
Within the past decade, China has become the largest producer of electric vehicle parts, including batteries and the main EV market in the world.
Business consulting firm Frost & Sullivan expects 40 to 50 percent of powertrain components in ICE-powered vehicles to be absent from future EVs.
Legacy suppliers also have to contend with dipping battery prices and competition with companies outside the traditional auto supply chain, which are the primary manufacturers of EV batteries at the moment.
The result? A shrinking potential market for suppliers and narrower margins as EV adoption rises. Suppliers that provide components for ICE vehicles will have to diversify to retain a share of the market, or risk falling revenues.
Complex and inconsistent battery regulations
Another issue lies in transportation and warehousing regulations. Within each region, and even at the intra-country level, there is no standardized rule in how authorities decree that batteries should be moved and stored.
Additional complexities emerge when damaged and defective batteries come into the picture. They cannot be transported by air, while there are additional requirements to move them via road or ocean freight and warehousing.
Countries, however, can look to Europe for reference. The “European Agreement concerning the International Carriage of Dangerous Goods by Road”, or ADR, regulates the movement of dangerous goods in the region. It outlines rules for road transport regarding packaging, load securing, classification, and labeling of dangerous goods.
The ADR also has specific requirements for handling batteries at each stage: new/used, defective, or critical, where it has to be managed in a more technically advanced manner. Today, all EU members abide by it.
Navigating change in the EV industry
The myriad impacts of electrification on the auto-mobility supply chain point to one need: an integrated logistics approach for the EV supply chain, starting with the design and production of a new vehicle, through reclamation and recycling programs, and beyond.
“The automotive industry is currently undergoing drastic changes. With the increasing demand for electric vehicles, as well as the convergence between engineering and modern technology, logistics companies must also adapt their offerings,” said Fathi Tlatli, President of Global Auto-Mobility, DHL Customer Solutions & Innovation.
Deutsche Post DHL Group (DPDHL Group) recently launched the DHL EV TV initiative to help customers better understand the automotive logistics industry and the solutions offered to support the EV sector.
RELATED ARTICLESDHL EV TV SeriesEV TV is here to investigate the myths and logistics behind EV technology and explore the evolving future of electric vehicles from 2020 to 2050.Comprising 12 main programs supported by webinars and podcasts, the series will contain insights and research on the entire value chain essential to the EV revolution.
With experience in different aspects of electric mobility, the dedicated supply chain specialists from the DHL EV team will cover topics from energy production and vehicle driving range, to battery storage and safety — all of which are critical to building a resilient, efficient EV supply chain.
For more EV supply chain insights, stay tuned to the latest episodes on EV TV or contact our auto-mobility experts today.] => 
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