The chapter delves into the technical progress of new energy vehicles (NEVs) in China, highlighting significant advancements in range, vehicle energy consumption, power battery technology, and vehicle lightweight characteristics. It analyzes the increasing average range of NEVs, the changes in energy consumption levels, and the market share of different battery types. Notably, the chapter discusses the growing dominance of vehicles with high ranges and the progress in lightweight technology, particularly in small BEV passenger cars. The insights provided offer a comprehensive overview of the current state and future trends in the NEV industry, making it a crucial read for professionals in the automotive and energy sectors.
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Abstract
This chapter, based on the NEV access characteristics on the National Monitoring and Management Platform, makes an in-depth analysis of range, vehicle energy consumption level, power battery technology, and vehicle lightweight characteristics as focuses and summarizes the technical progress of new energy vehicles, providing a significant reference for promoting the technological innovation stable industrial development of NEVs.
This chapter, based on the NEV access characteristics on the National Monitoring and Management Platform, makes an in-depth analysis of range, vehicle energy consumption level, power battery technology, and vehicle lightweight characteristics as focuses and summarizes the technical progress of new energy vehicles, providing a significant reference for promoting the technological innovation stable industrial development of NEVs.
3.1 Technical Progress in Range
The range of NEVs is increasing yearly.
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According to the changes in the average range of new energy passenger cars in China over the years (Fig. 3.1), the average range of NEVs of different types is increasing yearly. In the past three years, the average range of new energy passenger cars has increased from 270.5 km in 2019 to 320.9 km in 2021. That of BEV passenger cars was 395 km in 2021, a slightly increased compared with 2020, mainly due to the rapid release of small BEV passenger cars such as Hongguang MINIEV in 2021, showing an overall stable annual change in range of BEV passenger cars; that of PHEV passenger cars showed an increasing trend yearly, reaching 86 km in 2021, with a YoY increase of 25.5%.
Fig. 3.1
Changes in the average range of NEVs of different types over the years
The BEV passenger cars with a range of more than 400 km are dominant, while the BEV passenger cars with a range of less than 200 km are increasing rapidly.
According to the changes in the average range of BEV passenger cars (Fig. 3.2), the proportion of BEV passenger cars with a low range has shown a rapid growth trend in recent years. The proportion of BEV passenger cars with a range of less than 200 km has increased from 6.7% in 2020 to 20.4% in 2021, mainly due to the rapid growth of the number of small BEV passenger cars; the distribution of vehicles with a high range of more than 400 km gradually dominates the market, with a market share of 55.4% in 2021.
Fig. 3.2
Distribution of BEV passenger cars in different range sections. Note The sum of the proportion of vehicles in different range sections of each year equals 100%, which is the same as below
The range of Class A and above cars and BEV SUVs has increased rapidly.
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According to the changes in the average range of BEV passenger cars of different classes (Fig. 3.3), the range of the cars of Class A and above and SUV BEV passenger cars has increased rapidly yearly. In 2021, the average range of A0 + A00 cars was 245.1 km, which decreased by 13.8% compared with 2020. The range of A0 + A00 cars no longer pursued mileage growth but pursued cost performance on the premise of meeting daily transportation needs and being close to the actual application needs of NEVs; the average range of cars of Class A was 448.2 km, with an increase of 22.4% compared with 2020; the average range of cars of Class B and above was 569.9 km, with an increase of 28.6% compared with 2020, showing a faster growth when compared with the range of vehicles of different classes; the average range of SUV was 479.8 km, with an increase of 23.3% compared with 2020.
Fig. 3.3
Distribution of average range of BEV passenger cars of different classes
The curb weight of new energy passenger cars in 2021 has slightly decreased compared with 2020, and the average curb weight of vehicles in the industry has remained stable in the past three years.
According to the average curb weight of NEVs in China over the years (Table 3.1), the average curb weight of new energy passenger cars in 2021 was 1471.1 kg, with a slight decrease compared with 2020. Mainly due to the decrease in curb weight of BEV cars of Class A0 and below, PHEV cars of Class A, and SUVs, the overall curb weight level of new energy passenger cars has been reduced.
Table 3.1
Changes in average curb weight of new energy passenger cars over the years
Year
2019
2020
2021
New energy passenger car
Average curb weight (kg)
1477.0
1486.3
1471.1
The lightweight technology of BEV passenger cars has achieved significant progress, especially the small BEV passenger cars.
According to the changes in the average curb weight of BEV passenger cars over the years (Table 3.2), the average curb weight of BEV passenger cars in 2021 was 1378.1 kg, with a decrease compared with the previous two years.
Table 3.2
Changes in average curb weight of BEV passenger cars over the years
Year
2019
2020
2021
BEV passenger car
Average curb weight (kg)
1457.2
1441.0
1378.1
For cars of different classes (Fig. 3.4), the lightweight technology of Class A00 + A0 cars has made significant progress, and the average curb weight of Class A cars in 2021 remained the same as the previous year; the average curb weight of Class B and above cars and SUVs in 2021 had improved compared with 2020, suggesting that more intensive research on lightweight technology is required. Overall, BEV passenger cars have higher requirements for lightweight and have become a suitable carrier for the industrialization of aluminum alloy and carbon fiber composite materials. With the gradual decline in the cost of lightweight materials, this segment will provide a rich experience for the broad application of lightweight technology in the traditional automobile industry.
Fig. 3.4
Changes in average curb weight of BEV passenger cars of different classes over the years
The curb weight of PHEV passenger cars has decreased compared with the previous year.
According to the changes in the average curb weight of PHEV passenger cars over the years (Table 3.3), the average curb weight of PHEV passenger cars in 2021 was 1851.3 kg, with a slight decrease compared with 2020. According to the average distribution of curb weight of PHEV passenger cars of different classes (Fig. 3.5), it can be seen that the average curb weight of Class A cars has shown a decreasing trend yearly, while the curb weight of SUVs has significantly decreased compared with the previous year; the average curb weight of Class B and above cars has proliferated over the years.
Table 3.3
Changes in curb weight of PHEV passenger cars over the years
Year
2019
2020
2021
PHEV passenger car
Average curb weight (kg)
1661.7
1891.5
1851.3
Fig. 3.5
Changes in average curb weight of PHEV passenger cars of different classes over the years
The energy consumption level refers to the average electricity consumption of BEVs every 100 km in the operating environment, expressed in kWh/100 km. The calculation formula is as follows:
where βbev is the electricity consumption per 100 km (kWh/100 km) of an electric vehicle in the actual operating environment, Q is the electricity consumption (kWh) of the electric vehicle, and L is the mileage (km).
This section, according to the actual operation condition of NEVs on the National Monitoring and Management Platform, summarizes the electricity consumption of BEV passenger cars, buses, and logistics vehicles and analyzes the electricity consumption characteristics of vehicles of different types under different road conditions, providing a significant reference for promoting the technical progress of new energy vehicles in China.
3.3.1 Energy Consumption Evaluation of BEV Passenger Cars
1.
Energy consumption evaluation of BEV passenger cars in various regions of China
The average energy consumption of passenger cars in 2021 was 14.6 kWh/100 km, with a decrease of 7.6% compared with the previous year (Table 3.4).
Table 3.4
Average energy consumption of passenger cars over the years
Year
2019
2020
2021
Average energy consumption of passenger cars (kWh/100 km)
16
15.8
14.6
SGMW, Dongfeng Liuzhou, Chery, and other enterprises mainly producing small passenger cars have the lowest energy consumption level. The average energy consumption of SGMW passenger cars in 2021 was 9.4 kWh/100 km, significantly lower than that of other enterprises (Fig. 3.6).
Fig. 3.6
Average energy consumption of key passenger car enterprises
According to the comparison of the average energy consumption of BEV passenger cars in different regions in 2021 (Fig. 3.7), the energy consumption level of BEV passenger cars in Northeast China, North China, and Northwest China was relatively high, and the vehicle energy consumption level was more than 15 kWh/100 km. The energy consumption level of BEV passenger cars in Central China was 14.1 kWh/100 km, which was lower than that in other regions.
Fig. 3.7
Average energy consumption of BEV passenger cars in various regions of China in 2021
In the past three years, the energy consumption level of BEV passenger cars of all classes in Northeast China has shown a downward trend.
The average energy consumption of passenger cars in Northeast China in 2021 was 15.9 kWh/100 km, with a decrease of 14.1% compared with the previous year (Table 3.5). According to the energy consumption level of passenger cars of different classes in Northeast China, the overall energy consumption level of passenger cars of different classes showed a downward trend from 2019 to 2021 (Fig. 3.8). The average energy consumption of Class A00 + A0 cars in 2021 was 11 kWh/100 km, with a decrease of 23.1% compared with 2020 and 29.5% compared with 2019; that of Class A cars in 2021 was 16.1 kWh/100 km, which was the same as that in 2020 and a decrease of 4.7% compared with 2019; that of Class B and above BEV cars in 2021 was 16 kWh/100 km, with a decrease of 5.9% compared with 2020; that of BEV SUVs in 2021 was 20.1 kWh/100 km, with a decrease of 2.4% compared with 2020 and 2.4% compared with 2019.
Table 3.5
Average energy consumption of passenger cars in Northeast China over the years
Year
2019
2020
2021
Average energy consumption of passenger cars (kWh/100 km)
19.5
18.5
15.9
Fig. 3.8
Average energy consumption of passenger cars of different classes in Northeast China
The energy consumption level of BEV passenger cars in North China has been declining, and that of Class A00 + A0 cars and Class B and above cars has declined significantly.
The average energy consumption of passenger cars in North China in 2021 was 15.2 kWh/100 km, a decrease of 6.7% compared with the previous year (Table 3.6). According to the average energy consumption of passenger cars of different classes in North China (Fig. 3.9), from 2019 to 2021, Class A00 + A0 cars and Class B and above cars showed a significant downward trend. In 2021, the average energy consumption of Class A00 + A0 cars in North China was 10.8 kWh/100 km, with a decrease of 9.2% compared with the previous year, and that of Class B and above BEV cars in North China was 15.6 kWh/100 km, with a decrease of 4.9% compared with the previous year. The average energy consumption of Class A cars and SUVs increased in 2021. Among them, the average energy consumption of Class A cars in North China in 2021 was 16 kWh/100 km, with an increase of 1.9% compared with the previous year, and that of BEV SUVs in North China was 18.6 kWh/100 km, with an increase of 2.8% compared with the previous year.
Table 3.6
Average energy consumption of passenger cars in North China
Year
2019
2020
2021
Average energy consumption of passenger cars (kWh/100 km)
16.6
16.3
15.2
Fig. 3.9
Average energy consumption of passenger cars of different classes in North China
In recent three years, the energy consumption level of passenger cars in East China has shown a downward trend, and the energy consumption level of Class A00 + A0 cars and Class B and above cars has shown a significant downward trend.
In 2021, the average energy consumption of BEV passenger cars in East China was 14.8 kWh/100 km, a decrease of 6.9% compared with the previous year (Table 3.7). According to the average energy consumption of passenger cars of different classes (Fig. 3.10), Class A00 + A0 cars and Class B and above cars showed an apparent downward trend. In 2021, the average energy consumption of Class A00 + A0 cars in East China was 10.5 kWh/100 km, with a decrease of 8.7% compared with the previous year, and that of Class B and above BEV cars in East China was 15.6 kWh/100 km, with a decrease of 1.3% compared with the previous year. In the field of passenger cars of other classes, the average energy consumption of Class A cars in 2021 was 16.2 kWh/100 km, with an increase of 2.5% compared with the previous year, and that of BEV SUVs was 19 kWh/100 km, with an increase of 0.5% compared with 2020.
Table 3.7
Average energy consumption of passenger cars in East China
Year
2019
2020
2021
Average energy consumption of passenger cars (kWh/100 km)
16.0
15.9
14.8
Fig. 3.10
Average energy consumption of passenger cars of different classes in East China
In 2021, the energy consumption level of passenger cars in South China has declined, and that of Class A00 + A0 cars has declined significantly.
The average energy consumption of passenger cars in North China in 2021 was 15.2 kWh/100 km, with a decrease of 5.8% compared with the previous year (Table 3.8). In the recent three years, the average energy consumption of Class A00 + A0 cars in South China has shown a significant downward trend (Fig. 3.11). In 2021, the average energy consumption of Class A00 + A0 cars was 10.2 kWh/100 km, with a decrease of 1% compared with 2020 and 13.6% compared with 2019, and that of Class A cars was 15.7 kWh/100 km, with an increase of 3.3% compared with 2020 and 5.4% compared with 2019. From the distribution of average power consumption over the years, in 2021, the average power consumption of Class B and above BEV cars was 15.9 kWh/100 km, with an increase of 3.2% compared with 2020 and a decrease of 2.5% compared with 2019, and that of BEV SUVs was 18.2 kWh/100 km, with a decrease of 0.5% compared with 2020 and an increase of 2.2% compared with 2019.
Table 3.8
Average energy consumption of passenger cars in South China
Year
2019
2020
2021
Average energy consumption of passenger cars (kWh/100 km)
15.4
15.5
14.6
Fig. 3.11
Average energy consumption of passenger cars of different classes in South China
The energy consumption of BEV passenger cars in Central China has shown a significant downward trend, so do Class A00 + A0 cars and Class B and above cars.
The average energy consumption of passenger cars in North China in 2021 was 15.2 kWh/100 km, with a decrease of 5.8% compared with the previous year (Table 3.9). According to the average energy consumption of passenger cars of different classes (Fig. 3.12), from 2019 to 2021, Class A00 + A0 cars and Class B and above cars showed a significant downward trend. In 2021, the average energy consumption of Class A00 + A0 cars was 10 kWh/100 km, with a decrease of 11.5% compared with 2020 and 24.8% compared with 2019, and that of Class B and above BEV cars was 15.6 kWh/100 km, with a decrease of 2.5% compared with 2020 and 27.1% compared with 2019. In the BEV Class A cars and SUVs, the energy consumption per 100 km has increased. In 2021, the average energy consumption of Class A cars was 16.2 kWh/100 km, with an increase of 3.2% compared with 2020 and 3.2% compared with 2019, and that of BEV SUVs was 18 kWh/100 km, which was the same as in 2020 and an increase of 4% compared with 2019.
Table 3.9
Average energy consumption of passenger cars in Central China
Year
2019
2020
2021
Average energy consumption of passenger cars (kWh/100 km)
15.1
14.8
14.1
Table 3.10
Average energy consumption of passenger cars in Northwest China
Year
2019
2020
2021
Average energy consumption of passenger cars (kWh/100 km)
16.7
16.7
15.6
Fig. 3.12
Average energy consumption of passenger cars of different classes in Central China
In recent three years, the average energy consumption of Class A00 + A0 cars and Class B and above cars in Northwest China has shown a significant downward trend.
The average energy consumption of passenger cars in North China in 2021 was 15.2 kWh/100 km, a decrease of 6.6% compared with the previous year (Table 3.10). According to the average energy consumption of passenger cars of different classes (Fig. 3.13), from 2019 to 2021, Class A00 + A0 cars and Class B and above cars showed a significant downward trend. In 2021, the average energy consumption of Class A00 + A0 cars was 10 kWh/100 km, with a decrease of 9.9% compared with 2020 and 29.1% compared with 2019, and that of Class B and above BEV cars was 15.6 kWh/100 km, with a decrease of 4.9% compared with 2020 and 22.4% compared with 2019. In 2021, the average power consumption of SUVs was the same as in 2020, which was 19.2 kWh/100 km; that of Class A cars slightly increased to 17.2 kWh/100 km, with an increase of 4.2% compared with 2020.
Fig. 3.13
Average energy consumption of passenger cars of different classes in Northwest China
In 2021, the energy consumption level of passenger cars in Southwest China has significantly decreased compared with the previous year, with a significant downward trend in the energy consumption of Class A00 + A0 cars, Class A cars, Class B and above cars.
The average energy consumption of passenger cars in North China in 2021 was 15.2 kWh/100 km, with a decrease of 9.3% compared with the previous year (Table 3.11). According to the average energy consumption of passenger cars of different classes (Fig. 3.14), the average energy consumption of Class A00 + A0 cars, Class A cars, and Class B and above cars showed a significant downward trend in 2021. In 2021, the average energy consumption of Class A00 + A0 cars was 10 kWh/100 km, with a decrease of 9.1% compared with 2020 and 24.2% compared with 2019; that of Class A cars was 16 kWh/100 km, with a decrease of 1.2% compared with 2020; that of Class B and above BEV cars was 15.1 kWh/100 km, with a decrease of 1.3% compared with 2020 and 21.4% compared with 2019. In 2021, the average power consumption of BEV SUVs slightly increased to 18.2 kWh/100 km, with an increase of 0.6% compared with 2020.
Table 3.11
Average energy consumption of passenger cars in Southwest China
Year
2019
2020
2021
Average energy consumption of passenger cars (kWh/100 km)
15.9
16.2
14.7
Fig. 3.14
Average energy consumption of passenger cars of different classes in Southwest China
Energy Consumption Evaluation of BEV Passenger Cars of Different Classes
(1)
Vehicles by Class
The energy consumption of Class A00 + A0 cars in 2021 was 10.4 kWh/100 km, with a decrease of 16.1% compared with the previous year.
The average energy consumption of Class A00 + A0 cars in 2021 was 10.4 kWh/100 km, with a decrease of 16.1% compared to 2020 and 18.8% compared with 2019 (Table 3.12). From the perspective of key vehicle models, in 2021, Class A00 + A0 cars like Hongguang MINI EV, Ant, and ORA Black Cat had relatively low energy consumption levels of 9.0 kWh/100 km, 10.3 kWh/100 km and 10.6 kWh/100 km, respectively (Fig. 3.15).
Table 3.12
Average energy consumption of Class A00 + A0 cars over the years
Year
2019
2020
2021
Average energy consumption of Class A00 + A0 cars (kWh/100 km)
12.8
12.4
10.4
Fig. 3.15
Average energy consumption of key models of Class A00 + A0 cars
The average energy consumption of Class A cars in 2021 was 16.1 kWh/100 km, with an increase of 14.2% compared with the previous year.
The average energy consumption of Class A cars in 2021 was 16.1 kWh/100 km, with an increase of 14.2% compared with 2020 and 11.8% compared with 2019 (Table 3.13). From the perspective of key models, in 2021, the energy consumption levels of Class A cars like LAFESTA EV, BYD e2, and BYD e3 were relatively low, at 13.3 kWh/100 km, 13.6 kWh/100 km, and 13.9 kWh/100 km, respectively (Fig. 3.16).
Table 3.13
Average energy consumption of Class A cars over the years
Year
2019
2020
2021
Average energy consumption of Class A cars (kWh/100 km)
14.4
14.1
16.1
Fig. 3.16
Average energy consumption of key models of Class A cars
In 2021, the energy consumption of Class B and above BEV cars was 15.6 kWh/100 km, with a decrease of 7.7% compared with the previous year.
From the distribution of vehicle energy consumption over the years, the average energy consumption of Class B and above BEV cars in 2021 was 15.6 kWh/100 km, with a decrease of 7.7% compared with 2020 and 20.4% compared with 2019 (Table 3.14). From the perspective of key models, MODEL 3, WM Motor E5, and BYD Han EV in 2021 were at low average energy consumption levels of 15.0 kWh/100 km, 15.9 kWh/100 km, and 17.1 kWh/100 km, respectively (Fig. 3.17).
Table 3.14
Average energy consumption of Class B and above BEV cars over the years
Year
2019
2020
2021
Average energy consumption of Class B and above cars (kWh/100 km)
19.6
16.9
15.6
Fig. 3.17
Average energy consumption of key models of Class B and above cars
The average energy consumption of BEV SUVs in 2021 was 18.7 kWh/100 km, with an increase of 3.3% compared with the previous year.
In 2021, the average energy consumption of BEV SUVs was 18.7 kWh/100 km, with an increase of 3.3% compared with 2020 and 1.1% compared with 2019 (Table 3.15). From the perspective of key SUV models (Fig. 3.18), Fengxing T1 EV, Nezha N01, and Qichen E30 in 2021 were at relatively low energy consumption levels of 9.8 kWh/100 km, 11.0 kWh/100 km, and 11.2 kWh/100 km, respectively.
In the field of BEV passenger cars, the energy consumption level of operating vehicles is generally higher than that of non-operating vehicles.
In 2021, the energy consumption level of BEV passenger cars operating at different speeds was generally higher than that of non-operating BEV passenger cars, especially in the lower and higher speed ranges. There is a significant difference in energy consumption levels between operating and non-operating vehicles at the same speed (Fig. 3.19). The vehicle power consumption curve shows an apparent U-curve from the energy consumption distribution of vehicles in various fields at different speed ranges. Among them, the economic speed range is between 50 km/h and 70 km/h, and the energy consumption level of vehicles in this speed range is relatively low.
Fig. 3.19
Distribution of energy consumption of passenger cars in different operating scenarios in 2021
In 2021, the energy consumption of buses was 58.9 kWh/100 km, with a decrease of 2.5% compared with the previous year.
The average energy consumption of buses in 2021 was 58.9 kWh/100 km, a decrease of 2.5% compared with 2020 (Table 3.16). From the perspective of bus types, the energy consumption level of interurban buses in 2021 was lower than that of other types of buses (Fig. 3.20). From the changes in energy consumption of various vehicle models over the years (Fig. 3.21), it can be seen that the energy consumption level of interurban buses and public buses in 2021 showed a downward trend compared with the previous year. The average energy consumption of interurban buses in 2021 was 54.7 kWh/100 km, with a decrease of 4.8% compared with 2020, and that of public buses was 67.7 kWh/100 km, with a decrease of 8% compared with 2020.
Table 3.16
Average energy consumption of buses over the years
Year
2019
2020
2021
Average energy consumption of buses (kWh/100 km)
59.0
60.4
58.9
Fig. 3.20
Average energy consumption of BEV buses in different scenarios
The energy consumption of BEV buses with different lengths varies greatly, and in 2021, the energy consumption of buses with different lengths has decreased compared with 2020.
According to different types of BEV buses with different lengths (Fig. 3.22), the longer the length, the higher the energy consumption level. The overall energy consumption level of BEV buses over 8 m long remains above 50 kWh/100 km, while that of BEV buses over 12 m long is about 100 kWh/100 km. From different years, the energy consumption level of BEV buses in different length sections in 2021 decreased compared with 2020. In 2021, the energy consumption of BEV buses less than 6 m and 6–8 m long was 38.6 kWh/100 km and 44.6 kWh/100 km, respectively, with a slight decrease compared with the previous year. The average energy consumption of BEV buses of 8–10 m long was 55.9 kWh/100 km, with a decrease of 9.5% compared with the previous year; that of BEV buses of 10–12 m long was 80.3 kWh/100 km, with a decrease of 7.3% compared with the previous year; and that of BEV buses more than 12 m long was 98.3 kWh/100 km, with a decrease of 5.9% compared with the previous year.
Fig. 3.22
Average energy consumption of BEV buses with different lengths
By region, the energy consumption level of BEV buses in Southwest China is generally lower than that of other regions.
According to energy consumption levels of BEV buses in different regions (Fig. 3.23), the energy consumption levels of BEV buses in Northeast China are generally higher than those in other regions in various years. In 2021, the average energy consumption of BEV buses in Northeast China was 77.6 kWh/100 km, with a decrease of 9.2% compared with the previous year. In other regions, the energy consumption level of BEV buses in Southwest China in 2021 was relatively low, at 59.4 kWh/100 km, with a decrease of 18.1% compared with the previous year.
Fig. 3.23
Average energy consumption of BEV buses in different regions
In the field of BEV buses, the energy consumption level of buses shows an apparent U-shaped curve at different speeds, with an economical speed ranging from 50 to 70 km/h.
The energy consumption distribution of BEV buses in 2021 showed an apparent U-shaped curve at different speeds (Fig. 3.24). The vehicles maintain a high level of energy consumption in low-speed ranges below 30 km/h and high-speed ranges above 100 km/h. The buses have a low energy consumption level in the 50 to 70 km/h, which is the economical speed range.
Fig. 3.24
Energy consumption distribution of BEV buses in different speed ranges in 2021
3.3.3 Energy Consumption Evaluation of BEV Logistics Vehicles
In 2020, the energy consumption of BEV logistics vehicles was 30.1 kWh/100 km, with a decrease of 10.9% compared with the previous year.
This section selects 43 companies with an annual sales volume of over 1000 logistics vehicles. The calculation results show that the average energy consumption of BEV logistics vehicles in 2021 was 30.1 kWh/100 km, with a decrease of 10.9% compared with 2020 (Table 3.17). From the distribution of key logistics vehicle enterprises (Fig. 3.25), the energy consumption of such enterprises as Changan Automobile, Chongqing Ruichi, and Chery was low in 2021.
Table 3.17
Average energy consumption of logistics vehicles over the years
Year
2019
2020
2021
Average energy consumption of logistics vehicles (kWh/100 km)
33.3
33.8
30.1
Fig. 3.25
Average energy consumption of key logistics vehicle enterprises
The heavier the total mass of the vehicle, the higher the energy consumption of the vehicle.
From the average energy consumption of BEV logistics vehicles in different tonnage ranges over the years (Fig. 3.26), the higher the vehicle's total mass, the higher the vehicle's energy consumption. The average energy consumption of BEV logistics vehicles with a capacity of over 12t is significantly higher than those in other ranges. According to the changes in the energy consumption of vehicles in different ranges over the years, the energy consumption of vehicles in each range showed a downward trend in 2021. In 2021, the average energy consumption of BEV logistics vehicles below 4.5t was 25.4 kWh/100 km, with a YoY decrease of 6.3%; that of 4.5-12t BEV logistics vehicles was 46.8 kWh/100 km, with a YoY decrease of 7.1%; that of BEV logistics vehicles over 12t was 181.6 kWh/100 km, with a YoY decrease of 22.2%.
Fig. 3.26
Average energy consumption of BEV logistics vehicles in different tonnage ranges
The overall energy consumption of BEV vehicles in Northeast China is significantly higher than that in other regions.
According to the energy consumption of BEV logistics vehicles in different regions (Fig. 3.27), the average energy consumption of BEV logistics vehicles in Northeast China in 2021 was 31.5 kWh/100 km, significantly higher than that in other regions. The energy consumption in East China, South China, and Southwest China remains low, and the energy consumption was below 25 kWh/100 km in 2021.
Fig. 3.27
Average energy consumption of BEV logistics vehicles in different regions
According to the changes in energy consumption in various regions over the years, the energy consumption of vehicles in Northeast China, East China, Northwest China, and Southwest China in 2021 declined on a YoY basis. In 2021, the average energy consumption of BEV logistics vehicles in Northeast China was 31.5 kWh/100 km, with a YoY decrease of 16%; that of BEV logistics vehicles in East China was 24 kWh/100 km, with a YoY decrease of 2.8%; that of BEV logistics vehicles in South China was 24.4 kWh/100 km, with a YoY decrease of 9% compared with the previous year; that of BEV logistics vehicles in Northwest China was 26.4 kWh/100 km, with a decrease of 15.4% compared with the previous year; that of BEV logistics vehicles in Southwest China was 24.8 kWh/100 km, with a decrease of 15.1% compared with the previous year.
In the field of BEV logistics vehicles, the economic speed range is relatively wide, and the energy consumption of vehicles in the 50–80 km/h range is less than 30 kWh.
In 2021, BEV logistics vehicles had higher energy consumption in low-speed ranges below 20 km/h and high-speed ranges above 110 km/h, both above 40 kWh/100 km (Fig. 3.28). The speed of BEV logistics vehicles was above 20 km/h, and the energy consumption of vehicles gradually decreased, reaching the range of 50–80 km/h. The energy consumption of BEV logistics vehicles per 100 km was less than 30 kWh, which was in the economic speed range.
Fig. 3.28
Energy consumption distribution of BEV logistics vehicles in different speed ranges in 2021
3.4 Annual Technical Characteristics of Power Batteries
3.4.1 Power Battery Industry Status Quo
As of the end of 2021, the cumulative installed power capacity of power batteries accessed to the National Traceability Platform is 418.6 GWh.
The National Monitoring and Power Battery Recycling and Utilization Traceability Integrated Management Platform for New Energy Vehicles (hereinafter referred to as “National Traceability Platform”) takes new energy vehicles as the reporting subject under the traceability rules of information of new energy vehicle power battery, and the management links involved include production (vehicle production, i.e., battery installation stage), sales, maintenance, out-of-service. Each link records the complete lifecycle traceability information of power batteries from installation and use to out-of-service and recycling.
According to the analysis of data collected on the National Traceability Platform and based on vehicle production time statistics, as of December 31, 2021, a total of 8.681 million new energy vehicles have been accessed, with 12.354 million supporting battery packs and over 418.6GWh supporting battery capacity (Fig. 3.29).
Fig. 3.29
Accumulated installed power capacity of power batteries accessed to the National Traceability Platform over the years. Note There is a small time lag in the access volume of new energy vehicles on the National Traceability Platform, and the installed power capacity data over the years has been updated
As of December 31, 2021, the TOP10 vehicle production enterprises with battery access to the National Traceability Platform have 4.735 million battery packs accessed, with an installed power capacity of 171.0 GWh, accounting for 49.6% of China’s installed power capacity (Fig. 3.30). Among them, BYD Auto (including BYD Automobile Industry Co., Ltd. and BYD Auto Co., Ltd.), Tesla (Shanghai) Co., Ltd. and Zhengzhou Yutong rank the top three regarding the battery access. BYD has a battery access proportion of up to 18.6%, with a high market concentration.
Fig. 3.30
Cumulative installed power capacity of the TOP10 vehicle manufacturers with battery access
According to the battery installation enterprises corresponding to the vehicle manufacturers on the National Traceability Platform (Table 3.18), BYD Auto mainly relies on its battery supply; other vehicle manufacturers take CATL as the leading battery supplier, and there is a trend of supplier diversification.
Table 3.18
Overview of main battery suppliers corresponding to vehicle manufacturers
Vehicle manufacturer
Main battery installation enterprises
BYD Automobile Industry Co., Ltd.
BYD Auto Co., Ltd.
BYD, Chongqing FinDreams
Tesla (Shanghai) Co., Ltd.
CATL, Panasonic, LG Chem
Zhengzhou Yutong Bus Co., Ltd.
CATL, MGL, Lishen Battery
NIO Co., Ltd.
ZENIO, CATL, XPT (Nanjing) Energy Storage
SGMW Automobile Co., Ltd.
SINOEV, Gotion High-Tech, Key Power
GAC Passenger Car Co., Ltd.
CALB, CATL
BAIC MOTOR Corporation., Ltd.
CATL, Farasis Energy (Ganzhou)
SAIC
CATL, United Auto Battery System
Great Wall Motor Company Limited
CATL, Svolt
Chongqing Changan Automobile Company Limited
CALB, CATL, Lishen Battery
From the perspective of battery manufacturers, as of December 31, 2021, the cumulative installed power capacity of the TOP10 battery suppliers in China was 248.7 GWh, accounting for 72.2% of the total cumulative power capacity in China, with CATL and BYD firmly occupying the top two (Fig. 3.31). Among them, CATL has the largest cumulative installed battery power capacity, accounting for 34.0% of the total cumulative power in China. The number of installed vehicles has reached 2.346 million. CATL has continued to explore the international market, and its market competitiveness has continued to increase. BYD has achieved rapid sales growth and steadily ranked second in installed power capacity, showing a strong development trend of a leading enterprise.
Fig. 3.31
Cumulative installed power capacity of the TOP10 battery manufacturers
3.4.2 Installation Structure Change by Material Type
Ternary battery is still the main body of the power battery market, and the matching proportion of the LFP battery market has increased significantly.
According to the cumulative installed power capacity structure of power batteries on the National Traceability Platform (Fig. 3.32), the ternary battery is the mainstream battery type. As of the end of 2021, ternary batteries’ cumulative installed power capacity accounted for 55.9%, followed by LFP batteries, accounting for 42.3%.
Fig. 3.32
Proportion of cumulative installed power capacity of different types of power batteries
Regarding the installed power capacity structure of different types of power batteries over the years (Fig. 3.33), according to the statistics of China Automotive Power Battery Industry Innovation Alliance, in 2021, the market share of LFP batteries was more substantial than that of ternary batteries, and the installed capacity of LFP batteries accounted for 51.7%; the installed power capacity of ternary batteries accounted for 48.1%, with a decrease of 13% compared with 2020. New technologies such as LFP CTP technology and battery pack internal structure innovation effectively hedge the pressure of rising raw material costs and further boost the promotion of LFP batteries in a broader range.
Fig. 3.33
Changes in the proportion of installed power capacity of different types of power batteries over the years
In the field of passenger cars, the installed power capacity of LFP batteries has proliferated; in the field of commercial vehicles, the installed power capacity of LFP batteries is dominant.
The use scenarios will be different because of the different energy density, safety, and price of batteries made of different materials. According to the changes in the installed power capacity of power batteries of different types of vehicles on the National Traceability Platform (Fig. 3.34), in the field of passenger cars, in 2021, the installed power capacity of ternary batteries accounted for the main proportion, and that of LFP batteries showed rapid growth, with an increase of 20.9% compared with 36.0% in 2020. In commercial vehicles, LFP batteries have achieved comprehensive installed coverage due to their advantages in economy and safety.
Fig. 3.34
Structural changes in installed power capacity of power batteries for different types of vehicles
Power battery companies in China mainly produce square batteries, with a small share of pouch batteries and cylindrical batteries.
As of December 31, 2021, the cumulative access volume of square batteries on the National Traceability Platform was the largest, with 9.86 million packs accessed, with a total power of 299.2 GWh, accounting for the main proportion of the national power battery market at 86.9% (Fig. 3.35). The square battery has a high grouping rate and energy density, making it more suitable for the current market demand, followed by cylindrical batteries with relatively mature development technology. A total of 1.677 million packs of cylindrical batteries have been accessed, with a total power of 40.9 GWh, accounting for 11.9%. According to the changes in the access structure of different forms of batteries over the years, the access volume of square batteries accounted for more than 80% in the past three years, occupying a major market share (Fig. 3.36).
Fig. 3.35
Proportion of cumulative power capacity accessed of different forms of batteries
Proportion of power capacity accessed of different forms of batteries over the years. Note There is a slight time lag in the access volume of new energy vehicles on the National Traceability Platform, and the installed power capacity data over the years has been updated
From the changes in energy density of power batteries for different types of vehicles over the years (Fig. 3.37), in the field of BEV passenger cars, the individual energy density and system energy density of BEV passenger cars in 2021 were 211 Wh/kg and 149 Wh/kg, respectively, with an increase of 24.85% and 41.90% compared with 2016; in the field of BEV buses, the individual energy density and system energy density of BEV buses in 2021 were 173 Wh/kg and 154 Wh/kg, respectively, with an increase of 39.52% and 85.54% compared with 2016. With the improvement of battery-supporting technology and group efficiency requirements, small modules are gradually evolving towards large modules, and power battery systems are gradually transitioning from traditional battery packs to CTP, CTC, and skateboard forms. The energy density of power batteries will improve, and high integration and high energy density will become the development trend of BEV platforms.
Fig. 3.37
Changes in energy density of individual and system power batteries for different types of vehicles over the years.
SourceChina Automotive Industry Development Annual Report of the Ministry of Industry and Information Technology Equipment Development Center of China
By summarizing the evolution and changes in vehicle technology of new energy vehicles on the National Monitoring and Management Platform over the years, the technological progress of the new energy vehicle industry presents the following characteristics:
The technology of new energy passenger cars has made remarkable progress, the overall range of vehicles has increased yearly, and lightweight technology has made remarkable progress. The overall range of new energy passenger cars shows a steady growth trend. In recent years, the average range of new energy passenger cars has increased from 270.5 km in 2019 to 320.9 km in 2021; in the field of BEV passenger cars, due to the rapid growth of the scale of small BEV passenger cars, the average range of vehicles decreased slightly; according to the changes in the average range ratio of BEV passenger cars over the years, in 2021, both vehicles with high range and low range showed an expanding trend. Vehicles with a high range above 400 km gradually dominate the market, and their market share reached 55.4% in 2021. The proportion of BEV passenger cars with a range below 200 km increased from 3.7% in 2019 to 20.4% in 2021; in the field of vehicle lightweight, the lightweight technology of BEV passenger cars has made remarkable progress, and small BEV cars have performed better. In 2021, the average curb weight of BEV passenger cars was 1478.1 kg, which decreased compared with the previous two years.
In the field of power battery assembly, the LFP battery has returned strongly. New technologies such as LFP CTP technology and battery pack internal structure innovation effectively hedge the pressure of rising raw material costs and further boost the promotion of LFP batteries in a broader range. In 2021, the installed power capacity of LFP batteries accounted for 51.7%, with an increase of 13.4% compared with 2020. Regarding types, the installed power capacity of ternary batteries for BEV passenger cars still dominates the market, but the installed power capacity of LFP batteries shows rapid growth. In the field of commercial vehicles, LFP batteries dominate the market. In the future, with the continuous optimization of the battery system structure, the whole vehicle design will accelerate the trend of integration and platformization and further promote the progress of vehicle lightweight and energy consumption levels.
Regarding vehicle lightweight, the overall curb weight of new energy passenger cars shows a downward trend yearly. Small BEV passenger cars have outstanding performance. In 2021, the average curb weight of new energy passenger cars was 1471.1 kg, slightly lower than that in 2020 (Fig. 3.38). The average curb weight of BEV passenger cars was 1378.1 kg, 4.4% lower than that in 2020. The average curb weight of Class A00 + A0 cars was 914.7 kg, with a YoY decrease of 4.4%.
Fig. 3.38
Changes in average curb weight of new energy vehicles over the years
Regarding vehicle energy consumption level, the energy consumption level of different types of BEV vehicles shows a downward trend. According to the actual operation of different types of vehicles on the National Monitoring and Management Platform (Fig. 3.39), in 2021, the average energy consumption of passenger cars was 14.6 kWh/100 km, with a decrease of 7.6% compared with 2020; that of BEV buses was 67.7 kWh/100 km, with a decrease of 8% compared with 2020; and that of BEV logistics vehicles was 30.1 kWh/100 km, with a decrease of 10.9% compared with 2020.
Fig. 3.39
Average energy consumption of BEVs of different types over the years
From BEV passenger cars of different classes, the energy consumption level of Class A00 + A0 cars and Class B and above cars has shown a gradual downward trend in recent three years. From different classes, in 2021, the average energy consumption of Class A00 + A0 cars was 10.4 kWh/100 km, with a decrease of 16.1% compared with 2020 (Fig. 3.40); that of Class B and above BEV cars was 15.6 kWh/100 km, with a decrease of 7.7% compared with 2020. Compared to 2020, the energy consumption level of Class A cars and SUVs increased in 2021. Among them, the average energy consumption of Class A cars was 16 kWh/100 km, with an increase of 14.2% compared with the previous year, and that of BEV SUVs was 18.6 kWh/100 km, with an increase of 3.3% compared with the previous year.
Fig. 3.40
Average energy consumption of BEV passenger cars of different classes over the years
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