At the 18th Xuanyuan Automotive Blue Book Forum held in Guangzhou from May 15 to 17, Meng Yongjian, Executive President of the Passenger Vehicle Business Unit at Contemporary Amperex Technology Co., Ltd. (CATL), delivered a speech. He emphasized that today's intelligent electric vehicles are more than just cars. They, along with their power batteries, are becoming increasingly significant variables in the new energy transition.
Meng noted that intelligent electric vehicles primarily serve as transportation tools. However, they are also equipped with high-performance, safe, and mobile batteries. When connected to the power grid, they transform into terminals capable of participating in energy interactions. In essence, intelligent electric vehicles are gradually fulfilling dual roles in both transportation and energy networks.
He pointed out that wind and solar power generation are clean and low-carbon but are characterized by volatility and spatiotemporal mismatches. "The areas with the strongest sunlight are not necessarily the peak electricity consumption periods, and the locations with the best wind conditions are not always the load centers. The higher the proportion of new energy, the more the power system requires energy storage, regulation, absorption, and flexible response."
In his view, the next phase of the new energy transition is not just about generating green electricity but about utilizing it more efficiently, safely, and economically. "Against this backdrop, the role of automobiles is undergoing a significant shift—from being energy-consuming terminals to becoming flexible resources within the energy system."
CATL plays three key roles in this transition.
First, reconstructing the energy replenishment network. Meng explained that traditional energy replenishment facilities were straightforward: fuel vehicles went to gas stations, electric vehicles to charging stations, and battery-swapping vehicles to swapping stations, with the core goal being to address vehicle energy needs. However, in the new energy era, these facilities must serve both vehicles and the power grid; they must solve mobility issues while also participating in energy regulation.
He referenced a judgment by Dr. Robin Zeng: the integrated supercharging and swapping network fundamentally addresses energy efficiency, evolving these facilities from single-function vehicle service points into nodes for energy interconnection. CATL anticipates that the future energy replenishment landscape will be divided among home charging, public charging, and battery swapping. In the public charging domain, supercharging and battery swapping are not mutually exclusive but will converge. This is precisely the "integrated supercharging and swapping" model that CATL is actively deploying.
Meng revealed that CATL plans to cumulatively build 4,000 integrated supercharging and swapping stations by the end of 2026, covering nearly 190 cities and the "12 vertical, 11 horizontal" expressway network. By the end of 2028, the company aims to collaborate with partners to establish over 100,000 shared energy replenishment infrastructure points.
Second, promoting the large-scale application of Vehicle-to-Grid (V2G) interaction. Meng mentioned that many people simplistically understand V2G as vehicles discharging electricity back to the grid. While this is not incorrect, it is far from sufficient. The true value of V2G lies in establishing bidirectional interaction among vehicles, charging piles, stations, the grid, and users, transforming vehicles and batteries from mere electricity consumers into flexible regulation resources for the grid.
However, he acknowledged that achieving genuine large-scale V2G application faces considerable hurdles, requiring solutions to at least five key issues: - Can battery lifespan and safety withstand daily multiple charge-discharge cycles? - Can bidirectional charging equipment become widespread? - Can intelligent regulation platforms accurately dispatch millions of vehicles? - Can electricity pricing settlement and incentive mechanisms genuinely motivate user participation? - Most crucially: How can consumer concerns about "whether the battery will be damaged from use" be alleviated?
Meng emphasized that this is precisely where CATL can deliver significant value. The company has accumulated extensive battery data and possesses rich experience in V2G dispatch strategies. Currently, CATL is involved in multiple V2G demonstration projects, exploring an ecosystem that integrates vehicles, charging piles, the grid, users, and society.
He particularly stressed: "The real challenge with V2G is not whether vehicles can discharge to the grid, but how millions or tens of millions of vehicles can be dispatched safely, economically, and in an orderly manner."
Third, collaborating with energy partners to build comprehensive energy infrastructure. Meng believes the new energy transition cannot be accomplished by any single company. It is inherently a systemic project requiring the joint participation of automakers, battery manufacturers, energy companies, grid operators, local governments, and a broad user base.
In conclusion, he stated that beyond these three roles, CATL is continuously developing capabilities in energy storage systems, zero-carbon industrial parks, and virtual power plants, connecting batteries, vehicles, energy replenishment stations, and energy partners into a complete energy network.
"Our true advantage lies not in any single battery, but in our understanding of the entire system," Meng emphasized. CATL positions itself at a critical juncture within the integrated "wind-solar-gas-storage-hydrogen" framework: energy storage and the vehicle-grid interface. Energy storage is the key link connecting volatile supply with stable demand, while intelligent electric vehicles and charging networks are vital gateways extending this connection to the user side and integrating it with the transportation sector.
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