Technical Progress of New Energy Vehicles

Abstract

Based on the access characteristics of NEVs on the National Monitoring and Management Platform, this Report analyzes from the perspectives of driving range progress, power battery technology progress, lightweight reform, and energy consumption characteristics, and summarizes the characteristics of key NEV technologies amid evolution in China over the years, so as to provide valuable reference for enterprises in the industry to satisfy the market demand following the trend of product development.

Based on the access characteristics of NEVs on the National Monitoring and Management Platform, this Report analyzes from the perspectives of driving range progress, power battery technology progress, lightweight reform, and energy consumption characteristics, and summarizes the characteristics of key NEV technologies amid evolution in China over the years, so as to provide valuable reference for enterprises in the industry to satisfy the market demand following the trend of product development.

3.1 Technical Progress in Driving Range of NEVs

• (1) Overall change of the driving range

The driving range of NEVs is increasing yearly on the whole.

According to the changes in the average range of new energy passenger cars in China over the years (Fig. 3.1), the average driving 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 300.3 km in 2020 to 336.9 km in 2022. By segment, the driving range of BEV-passenger cars and PHEVs was increasing year by year. In 2022, the average driving range of BEV-passenger cars was 403.9 km, up 2.3% year-on-year. PHEVs (including extended-range NEVs) saw rapid improvement of driving range driven by hot-selling models like Li Auto One.

Fig. 3.1

Changes in the average range of NEVs of different types over the years. Note PHEV-passenger cars include PHEVs and extended-range electric vehicles

• (2) Changes in driving range of BEV-passenger cars by model

User consumption keeps upgrading, and the market share of BEV-passenger cars with a driving range exceeding 500 km is on the rise.

From the changes in the average driving range of BEV-passenger cars (Fig. 3.2), the BEV-passenger cars with a high driving range exceeding 500 km still dominate the market with the share rapidly rising from 12.9% in 2020 to 41.7% in 2022. The market share of the BEV-passenger cars with low driving range of below 200 km for short-distance transportation has been remaining stable in recent two years, with the market share of 20.4% in 2021 and 15.1% in 2022. Generally speaking, in the market of BEV-passenger cars, the proportion of those with high driving range is rising, while the proportion of those with medium driving range (200 km–500 km) remains low, since the structural proportion of driving range reshapes from spindle to dumbbell.

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%, the same as below

BEV-passenger cars in different application scenarios vary in distribution of driving range.

By the application scenario (Fig. 3.3), in the segment of passenger cars, the proportion of those with high driving range was increasing sharply. In 2022, the proportion of BEV-private cars with high driving range of above 500 km reached 42.1%, an increase of 14.1 percentage points compared with 2021. In the segment of operating passenger vehicles, the e-taxis/taxis with 400 km–500 km range account for a major market share, over 60% from 2020 to 2022; while the market share of e-taxis/taxis with a range of less than 300 km gradually decreased. In the segment of cars for sharing, the proportion of those with high driving range gradually increased, while those with a driving range of over 400 km gradually dominated the market.

Fig. 3.3

Distribution of BEV-passenger cars in different range sections by application scenario

The driving range of Class A and above cars and BEV SUVs has increased rapidly.

According to the changes in the average range of BEV-passenger cars of different classes (Fig. 3.4), the range of the cars of Class A and above and BEV SUVs has increased rapidly year by year. The average driving range of the cars of Class B and above in 2022 reached 578.5 km, significantly higher than other models; A0+A00 cars recorded basically stable average range as they were used for daily travel. In 2021 and 2022, the average driving range of A0+A00 cars was 245.1 km and244.8 km, respectively.

Fig. 3.4

Distribution of average range of BEV passenger cars of different classes

3.2 Annual Technical Characteristics of Power Batteries

• (1) Development of power battery industry

By the end of 2022, the installed capacity of power batteries on the National Traceability Platform was 708.5 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 NEV power battery, and the management links involved include production (vehicle production, i.e., battery installation stage), sales, maintenance, and 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 data collected on the National Traceability Platform and based on vehicle production time statistics, as of December 31, 2022, a total of 14.603 million NEVs have been accessed, with 18.625 million supporting battery packs and over 708.5Wh supporting battery capacity (Fig. 3.5). By annual statistics, the installed capacity of power batteries maintained an upward momentum. Throughout 2022, the installed capacity of NEVs totaled 5.888 million, a year-on-year increase of 85.9%; the installed power reached 288.8 GWh, up 102.4% year-on-year; and the quantity of supporting battery packs was 6.224 million, up by 77.8% year-on-year.

Fig. 3.5

Installed capacity of NEVs and power batteries accessed to the National Traceability Platform over the years. Note There is a time lag in the access volume of NEVs on the National Traceability Platform, and the installed capacity data over the years has been updated

As of December 31, 2022, the TOP10 vehicle production enterprises with battery access to the National Traceability Platform recorded an installed capacity of 375.8GWh, accounting for 53.0% of China’s installed capacity (Fig. 3.6). Among them, BYD Auto (including BYD Automobile Industry Co., Ltd. and BYD Auto Co., Ltd.), Tesla (Shanghai) Co., Ltd. SAIC-GM-Wuling Automobile, GAC Motor Co., Ltd., and Geely Automobile Holdings Limited (Zhejiang Geely Holding Group Company Ltd. and Zhejiang Haoqing Automotive Manufacturing Co., Ltd.) rank the top five regarding the battery access, of which BYD, topping the list, has a battery access proportion of up to 21.6%, with a high market concentration.

Fig. 3.6

Cumulative installed 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, 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.

The leading manufacturers of power battery are growing rapidly, forming a pattern of one superpower followed by giants.

From the perspective of battery manufacturers, as of December 31, 2022, the cumulative installed capacity of the TOP10 battery suppliers in China was 546.5 GWh, accounting for 72.2% of the total cumulative power capacity in China, with CATL and BYD firmly occupying the top two taking the first two places (Fig. 3.7). Among them, CATL has the largest cumulative installed battery power capacity, accounting for 35.8% of the total in China. The number of installed vehicles reached 4.317 million. CATL continued to explore the international market with market competitiveness increasing constantly. BYD achieved rapid sales growth of NVEs and steadily ranked second in installed capacity thanks to its blade battery technology and integration of upstream and downstream industrial chains, taking the second place in terms of installed capacity of battery. Gotion High-tech, CALB, and other power battery manufacturers also enlarged its installed capacity steadily in 2022.

Fig. 3.7

Cumulative installed capacity of the TOP10 battery manufacturers

In terms of the TOP10 suppliers of vehicle battery manufacturers in the past three years, CATL, as the leading manufacturer, has provided products for more than 120 vehicle manufacturers for the past three years, and its power batteries were used by most of the vehicle manufacturers in China. Gotion High-tech, with years of experience in battery manufacturing, provides supporting services to nearly 40 vehicle manufacturers. BYD, specialized in the technologies of lithium iron phosphate battery, offers products and services for nearly 20 vehicle manufacturers thanks to its superior safety performance, most of which are associated with BYD Auto. Other suppliers, such as CALB, Lishen Battery, EVE, and Farasis Energy, also provide batteries for a number of NEV manufacturers (Fig. 3.8).

Fig. 3.8

Supply of TOP10 battery manufacturers for vehicle manufacturers in the past three years

• (2) Installation structure change by material type

As NEV industry enters the post-subsidy era, lithium ferro-phosphate (LFP) batteries dominate the market based on its advantages in economy and safety.

Since NEV industry enters the post-subsidy era, LFP batteries came to the fore in respect of cost, safety, and other aspects, with its cumulative installed capacity surpassing ternary batteries. As indicated from the cumulative installed capacity of power batteries on National Traceability Platform (Fig. 3.9), LFP battery has gradually become the mainstream battery type. By the end of 2022, the cumulative installed capacity of LFP batteries accounted for51.2%, followed by ternary batteries with a proportion of 43.8%.

Fig. 3.9

Proportion of cumulative installed capacity of different types of power batteries

The statistics on the National Traceability Platform showed that the installed capacity of LFP batteries increased rapidly over the years, with its market share increasing yearly. In 2022, LFP batteries maintained its dominant position on the market, with installed capacity accounting for 63.9%. In comparison, the market share of ternary batteries was 35.1%, down 13.6 percentage points from 2021 (Fig. 3.10).

Fig. 3.10

Changes in the proportion of installed capacity of different types of power batteries over the years

In the field of passenger cars, the installed capacity of LFP batteries has proliferated in market share; in the field of commercial vehicles, the installed power capacity of LFP batteries is dominant.

The application scenarios vary due to the difference in energy density, safety, and price of batteries made of different materials. According to the data on the proportion of installed capacity of power batteries by type of vehicle on the National Traceability Platform (Fig. 3.11), in the field of passenger cars, in 2022, the installed capacity of LFP batteries reached 60.4%, with an increase of 15 percentage points over 2021. Featuring lost cost, LFP batteries gain great popularity in the low-end passenger car market. Meanwhile, LFP batteries, superior in economy and safety, have been basically covered by various types of commercial vehicles.

Fig. 3.11

Structural changes in installed power capacity of power batteries for different types of vehicles

• (3) Change of installed structure by form type

Power battery manufacturers in China mainly produce square batteries, with a small share of pouch and cylindrical batteries.

As of December 31, 2022, the cumulative access volume of square batteries on the National Traceability Platform was the largest, with a total power of 600.7 GWh, accounting for 84.8% of the total access volume of power batteries in China (Fig. 3.12). 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. The data of National Traceability Platform indicated that the cumulative access volume of cylindrical batteries reached 62.3 GWh, accounting for 8.8%.

Fig. 3.12

Proportion of cumulative power capacity accessed of different forms of batteries

According to the changes of access structure of different types of batteries over the years, the access volume of square batteries in recent three years accounted for more than 80%, the highest market share. With regard to the installed capacity of different forms of batteries installed in different types of vehicles (Fig. 3.13), due to the higher requirements of the grouping efficiency and safety for the batteries of passenger cars and special-purpose vehicles, in the relevant areas, square batteries are more advantageous and have maintained a market share of more than 95% for the past three years.

Fig. 3.13

Proportion of power capacity accessed of different forms of power batteries over the years. Note There is a time lag in the access volume of NEVs on the National Traceability Platform, and the installed capacity data over the years has been updated

• (4) Change in energy density of power batteries

In the field of power batteries, the proportion of high energy density LFP batteries and ternary batteries further increased among NEVs.

China takes a leading position in key power battery technologies characterized by constant improvement of the technical capabilities of electric core design and system integration and further increase of high energy density power batteries. In 2022, among the BEV-passenger cars with ternary batteries, models with the battery energy density of more than 160Wh/kg accounted for 77.5%, nearly 10 percentage points higher than that in 2021; while among the those with LFP batteries, models with energy density exceeding 140Wh/kg accounted for 50.3%, nearly 12 percentage points higher over 2021 (Fig. 3.14).

Fig. 3.14

Source Annual Report on the Implementation of Parallel Management of Average Fuel Consumption of Passenger Car Enterprises and Credits for New Energy Vehicles (2023)

Changes in energy density of power batteries installed on BEV-passenger cars by type from 2020 to 2022.

3.3 Changes in the NEV Curb Weight Over the Years

• (1) Changes in curb weight of vehicles over the years

Given the hot sale of models with high driving range and other stimulants, the curb weight of BEV-passenger cars in 2022 increased over 2021.

As concerns the average curb weight of NEVs in China over the years (Table 3.1), the average curb weight of new energy passenger cars in 2022 was 1,491.0 kg, a slight increase compared to 2021. The high battery load mass of some popular models with high driving range was the major impetus to such changes.

Table 3.1 Changes in average curb weight of new energy passenger cars over the years

The BEV-passenger cars kept growing in scale, along with significant upgrade of user consumption.

According to the changes in the average curb weight of passenger cars by type over the years (Fig. 3.15), the average curb weight of both BEV-passenger cars and PHEV-passenger cars increased to 1,409.6 kg and 1,962.4 kg in 2022, respectively, with an increase of 2.3% and 6.0%, respectively, over 2021. The average driving range of passenger cars also increased, mainly due to the constant user consumption upgrade; and the proportion of BEV-passenger cars and PHEV-passenger cars in high driving range rose sharply, lifting the average driving range of passenger cars as a whole.

Fig. 3.15

Changes in average curb weight of different types of passenger cars over the years

• (2) Changes in curb weight of BEV-passenger cars by type over the years

As regards the distribution of the average curb weight of BEV-passenger cars of different classes (Fig. 3.16), in 2022, except for those of Class B and above, the average curb weight of those of Class A00+A0, Class A, and SUVs, slightly increased.

Fig. 3.16

Changes in average curb weight of different lasses of BEV-passenger cars over the years

Referring to the distribution of the average curb weight of PHEV-passenger cars of different classes (Fig. 3.17), in 2022, the average curb weight of cars of Class B and above decreased, while that of Class A00+A0 and SUVs grew by 1.5% and 5.9%, respectively. The average curb weight of SUVs grew faster in 2022 due to the high curb weight of some hot-selling extended-range electric vehicles in the same year.

Fig. 3.17

Changes in average curb weight of different lasses of PHEV-passenger cars over the years

3.4 Changes in Energy Consumption Over the Years

The energy consumption level refers to the average energy consumption of BEVs every 100 km in the operating environment, expressed in kWh/100 km. The calculation formula for the energy consumption for a single vehicleⁱ per 100 km is as follows:

$$\beta BEV,\,i = \frac{Qi}{{Li}} \times 100$$

(3.1)

where,

$\beta BEV,$ ⁱTable 示 is the energy consumption per 100 km (kWh/100 km) of a BEV in the actual operating environment;

$Li$ is the mileage (km) driving by a single vehicle ⁱin a certain period of time;

$Qi$ Is the energy consumption (kWh) of a single vehicleⁱ, by Amp-hours calculation.

Calculate the energy consumption level of the model j for each 100 km, which is expressed as the mean value of the actual 100 km electricity consumption of all BEVs of that type in each month.

The energy consumption level evaluated in this Report is mainly for and from BEVs. Where the effective samples are selected by enterprise or region, the number of operating vehicle samples is not less than 100; where they are selected within the whole country, that number is not less than 1,000.

3.4.1 Energy Consumption Evaluation of BEV Passenger Cars by Region

The average energy consumption of passenger cars in 2022 was 14.9kWh/100 km, up 2.1% over the previous year (Table 3.2).

Table 3.2 Average energy consumption of passenger cars over the years

SGMW, Chery, Dongfeng Forthing, and other enterprises mainly engaged in manufacturing small passenger cars had the lowest energy consumption level. The average energy consumption of SGMW passenger cars in 2022 was 9.7kWh/100 km, significantly lower than that of other enterprises (Fig. 3.18).

Fig. 3.18

Average energy consumption of key passenger car enterprises

According to the comparison of the average energy consumption of BEV passenger cars in different regions (Fig. 3.19), in 2022, the energy consumption level in South China, Northwest China, and Southwest China declined, while that in other regions went up slightly.

Fig. 3.19

Average energy consumption of BEV passenger cars in various regions of China in 2021

• (1) Northeast China

In 2022, the energy consumption level of BEV passenger cars of all classes in Northeast China showed an upward trend over 2021.

The average energy consumption of passenger cars in Northeast China in 2021 was 16.4kWh/100 km, with an increase of 3% compared with the previous year (Table 3.3). As regards to the energy consumption level of passenger cars of different classes in Northeast China, the energy consumption level of passenger cars of different classes showed an upward trend to different extent (Fig. 3.20).

Table 3.3 Average energy consumption of passenger cars in Northeast China over the years

Fig. 3.20

Average energy consumption of passenger cars of different classes in Northeast China

• (2) North China

The average energy consumption level of vehicles, other than SUVs, in North China increased slightly in 2022 from 2021.

The average energy consumption of passenger cars in North China in 2022 was 15.4kWh/100 km, an increase of 1.6% compared with that in 2021 (Table 3.4). According to the average energy consumption of passenger cars of different classes in North China (Fig. 3.21), in 2022, the average energy consumption of BEV SUVs was 18.3kWh/100 km, with a slight decrease year on year, while that of other models increased.

Table 3.4 Average energy consumption of passenger cars in North China

Fig. 3.21

Average energy consumption of passenger cars of different classes in North China

• (3) East China

In 2022, the energy consumption of cars of Class A in East China stood out, with a slight decrease from 2021.

In 2022, the average energy consumption of BEV-passenger cars in East China was 15.1kWh/100 km, up 2.2% year on year (Table 3.5). According to the average energy consumption of passenger cars by class (Fig. 3.22), the energy consumption level of Class A cars in East China outperformed at 16kWh/100 km, down 1.2% year on year, while that of models recorded a slight increase over 2021.

Table 3.5 Average energy consumption of passenger cars in East China

Fig. 3.22

Average energy consumption of passenger cars of different classes in East China

• (4) South China

The energy consumption level of BEV-passenger cars in South China dropped year by year.

The average energy consumption of passenger cars in South China in 2022 was 14.2kWh/100 km, with a decrease of 2.5% over 2021 (Table 3.6). By class and model (Fig. 3.23), the energy consumption level of all models of all classes, except Class B cars, decreased on the whole in 2022.

Table 3.6 Average energy consumption of passenger cars in South China

Fig. 3.23

Average energy consumption of passenger cars of different classes in South China

• (5) Central China

In 2022, the energy consumption level of BEV passenger cars of all classes in Central China showed an upward trend over 2021.

The average energy consumption of passenger cars in Central China in 2022 was 14.6kWh/100 km, a slight increase from 2021 (Table 3.7). The average energy consumption of passenger cars of different classes rose by varying degrees in 2022 (Fig. 3.24). In 2022, the energy consumption level of Class A cars and SUVs remained relatively stable, whilst that of the cars of Class A00+A0, Class B increased significantly.

Table 3.7 Average energy consumption of passenger cars in Central China

Fig. 3.24

Average energy consumption of passenger cars of different classes in Central China

• (6) Northwest China

In 2022, the energy consumption of BEV-passenger cars in Northwest China showed a downward trend.

The average energy consumption of passenger cars in the Northwest in 2022 was 15.2kWh/100 km, a slight decrease compared to 2021 (Table 3.8). Regarding the average energy consumption of passenger cars by class (Fig. 3.25), all the classes, except Class A00+A0, showed a steady downward trend year by year.

Table 3.8 Average energy consumption of passenger cars in Northwest China

Fig. 3.25

Average energy consumption of passenger cars of different classes in Northwest China

• (7) Southwest China

The energy consumption level of BEVs in Southwest China dropped year by year.

The average energy consumption of passenger cars in the Southwest region was 14.2kWh/100 km in 2022, a slight decrease compared to 2021 (Table 3.9). Regarding the average energy consumption of passenger cars by class (Fig. 3.26), the energy consumption level of Class A00+A0 cars, Class A cars, and SUVs showed a downward trend year by year.

Table 3.9 Average energy consumption of passenger cars in Southwest China

Fig. 3.26

Average energy consumption of passenger cars of different classes in Southwest China

3.4.2 Energy Consumption Evaluation of BEV-Passenger Cars of Different Classes

• (1) Vehicles by class and model

In 2022, the energy consumption of Class A00+A0 cars was 11.2kWh/100 km, up 7.7% over 2021.

The average energy consumption of Class A00+A0 cars in 2022 was 11.2kWh/100 km, 7.7% higher than that in 2021, but 9.7% lower compared to that in 2020 (Table 3.10); in terms of key models, the energy consumption level of Class A00+A0 Wuling Hongguang Mini EV, Chang’an LUMIN, and Dongfeng FENGON MINI in 2022 was lower at 9.2kWh/ 100 km, 9.3kWh/100 km, and 9.9kWh/100 km respectively (Fig. 3.27).

Table 3.10 Average energy consumption of Class A00+A0 cars over the years

Fig. 3.27

Average energy consumption of key models of Class A00+A0 cars

The average energy consumption of Class A cars in 2022 was 16.1kWh/100 km, basically the same as that in 2021.

The average energy consumption of Class A cars in 2022 was 16.1kWh/100 km, basically the same as that in 2021 (Table 3.11); from the perspective of key models, the energy consumption level of Class A cars like BYD e2, Geometry A, and Kia K3 EV in 2022 was lower at 13.7kWh/100 km, 13.8kWh/100 km, and 13.8kWh/100 km, respectively (Fig. 3.28).

Table 3.11 Average energy consumption of Class A cars over the years

Fig. 3.28

Average energy consumption of key models of Class A cars

Energy consumption of BEVs of Class B and above was 16.4kWh/100 km in 2022, up 5.1% compared to 2021.

Regarding the distribution of energy consumption of vehicles over the years, the average energy consumption of cars of Class B and above in 2022 was 16.4kWh/100 km, up by 5.1% compared with that in 2021 but lower than that in 2020 (Table 3.12); in view of key models, the average energy consumption of MODEL 3, HONGQI E-QM5, and BYD Han EV lowered in 2022 to 15kWh/ 100 km, 16.6kWh/100 km, and 16.8kWh/100 km, respectively (Fig. 3.29).

Table 3.12 Average energy consumption of key models of Class B and above cars

Fig. 3.29

Average energy consumption of key models of Class B and above cars

The energy consumption of BEV SUVs in 2022 was 18.8kWh/100 km, a slight increase from 2021.

The average energy consumption of BEV SUVs in 2022 was 18.8kWh/100 km, slightly higher than that in 2021 (Table 3.13); in terms of key SUV models (Fig. 3.30), the energy consumption level of the Forthing T1 EV, Neta V, and Forthing E1 in 2022 lowered to 10.5kWh/100 km, 11.2kWh/100 km, and 11.6kWh/100 km, respectively.

Table 3.13 Average energy consumption of SUVs over the years

Fig. 3.30

Average energy consumption of key models of SUVs

• (2) Vehicles by field of operation

By the field of BEV passenger cars, the energy consumption level of operating vehicles was generally higher than that of non-operating vehicles.

In 2021, the energy consumption level of operating BE-passenger cars 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. 3.31). 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 was between 68 km/h and 80 km/h, and the energy consumption level of vehicles in this speed range was relatively low. In terms of the distribution of energy consumption over the years, the energy consumption level of private cars in 2022 was relatively lower than that in 2021.

Fig. 3.31

Distribution of energy consumption of passenger cars in different operating scenarios in 2022

3.4.3 Energy Consumption Evaluation of BEV Buses

In 2022, the energy consumption of buses was 58.9kWh/100 km, with a decrease of 0.8% compared with 2021.

The average energy consumption of buses in 2022 was 58.4kWh/100 km, a decrease of 3.3% and 0.8% compared with 2020 and 2021, respectively (Table 3.14). From the perspective of application scenario, the energy consumption level of road buses in 2022 was lower than that of other types of buses (Fig. 3.32). From the changes in energy consumption of various models over the years, the energy consumption level of all types of buses, other than urban commuting buses, in 2022 decreased compared to 2021 (Fig. 3.32).

Fig. 3.32

Average energy consumption of BEV buses in different scenarios

Table 3.14 Average energy consumption of buses over the years

The energy consumption of BEV buses with different lengths varied greatly, and in 2022, the energy consumption of buses with different lengths increased from 2021.

By different types of BEV buses with different lengths (Fig. 3.33), the longer the length, the higher the energy consumption level. The overall energy consumption level of BEV buses below 8 m in length remained above 50kWh/100 km, while that of BEV buses over 8 m in length was about 150kWh/100 km. The energy consumption of BEV buses over 12 m long was about 100kWh/100 km. According to the changes in the energy consumption level of buses in different years, in 2022, the energy consumption level of BEV buses below 12 m in length decreased by varying degrees compared with that of 2021, while that of BEV buses over 12 m in length showed undulatory growth.

Fig. 3.33

Average energy consumption of BEV buses with different lengths

By region, the energy consumption level of BEV buses in Southwest China was generally lower than that of other regions.

According to energy consumption level of BEV buses in different regions (Fig. 3.34), the energy consumption level of BEV buses in northern China (including Northeast, North, and Northwest China) was generally higher than that in other regions. The average energy consumption of BEV buses in Northeast China was 75.7kWh/100 km, with a decrease of 2.4% compared with the previous year and maintaining a downward trend despite the higher value than other regions. In other regions, the energy consumption level of BEV buses in Southwest China and South China was slightly lower than other regions.

Fig. 3.34

Average energy consumption of BEV buses in different regions

The economical speed of BEV buses was mainly at 50 km/h–70 km/h, basically the same as previous years.

In comparison with the data in 2021 and 2022, the distribution of energy consumption of BEV buses at different economical speeds was basically the same (Fig. 3.35). There was little difference in the distribution of energy consumption of BEV buses at speed above 10 km/h. The energy consumption of vehicles at lower speed and higher speed stayed at a high level, while that of BEV buses was relatively lower at the range from 50 km/h to 70 km/h, namely the economical speed.

Fig. 3.35

Energy consumption distribution of BEV buses in different speed ranges in 2021

3.4.4 Energy Consumption Evaluation of BEV Logistics Vehicles

In 2022, the average energy consumption of BEV logistics vehicles was 32.2kWh/100 km, with an increase of 7% from 2021.

This Report selected 59 companies with an annual sales volume of over 100 logistics vehicles. The calculation results showed that the average energy consumption of BEV logistics vehicles in 2022 was 32.2kWh/100 km, with an increase of 7% from 2020 (Fig. 3.35). From the distribution of key logistics vehicle enterprises (Fig. 3.36), the energy consumption of such enterprises as Changhe Automobile, Keyton Motor, and Ruichi Automobile was low in 2022 (Table 3.15).

Fig. 3.36

Average energy consumption of key logistics vehicle enterprises

Table 3.15 Average energy consumption of logistics vehicles over the years

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. 3.37), the higher the vehicle’s total mass, the higher its energy consumption. The average energy consumption of BEV logistics vehicles with a capacity of over 12t was significantly higher than those in other ranges. As regards the changes in the energy consumption of vehicles in different tonnage ranges over the years, the energy consumption of vehicles in each range showed varied changes in 2022. In 2022, the average energy consumption of BEV logistics vehicles below 4.5t was 25.0kWh/100 km, indicating downward trend year by year, and that of BEV logistics vehicles above 4.5t increased over 2021. In addition, the energy consumption of BEV logistics vehicles over 12t showed a rapid increment.

Fig. 3.37

Average energy consumption of BEV logistics vehicles in different tonnage ranges

The overall energy consumption of BEV vehicles in Northeast China was significantly higher than that in other regions.

According to the energy consumption of BEV logistics vehicles in different regions (Fig. 3.38), the average energy consumption of BEV logistics vehicles in Northeast China and North China in 2022 was higher than that in other regions (below 30kWh/100 km on average). In 2022, the energy consumption level of BEV logistics vehicles in North China rose sharply, mainly due to the rapid growth of heavy-duty BEV logistics vehicles promoted in North China, which on the whole lifted the energy consumption level of logistics vehicles in North China. Regarding the changes in vehicle energy consumption in different regions over the years, the average energy consumption of BEV logistics vehicles in East China, South China, Central China, Northwest China, and Southwest China in 2022 decreased from 2021.

Fig. 3.38

Average energy consumption of BEV logistics vehicles in different regions

In 2022, the energy consumption level of BEV logistics vehicles was lower in the range of 30 km/h to 90 km/h.

In 2022, BEV logistics vehicles had higher energy consumption in low-speed ranges below 30 km/h and high-speed ranges above 90 km/h, both above 30kWh/ 100 km (Fig. 3.39). Based on the distribution of energy consumption of vehicles in different ranges over the years, the distribution of energy consumption of BEV logistics vehicles in different speeds over the years was basically the same, and energy consumption level of vehicles in the high-speed ranges in 2022 was relatively higher.

Fig. 3.39

Energy consumption distribution of BEV logistics vehicles in different speed ranges in 2022

3.5 Summary

By summarizing the changes of driving mileage of NEVs over the years on the National Monitoring and Management Platform, the characteristics of technological advancement of power storage batteries on yearly basis, and the curb weight and energy consumption over the years, this Section concludes the following development features of China’s NEVs in the technological advancement:

NEV consumption kept upgrading, while the market share of medium and large-sized vehicles was on the rise. The average driving range of new energy passenger cars increased steadily from 300.3 km in 2020 to 336.9 km in 2022. Throughout 2022, the market share of small-sized BEV passenger cars below 200 km was basically stable, while that of BEV passenger cars in speed ranges exceeding 500 km saw a rapid rise from 1.8% in 2019 to 41.7% in 2022, along with the constantly upgrading consumption in NEVs.

LFP battery held market dominance thanks to such advantages as battery structure innovation and superior performance in safety and economy. According to the data of cumulative installed capacity of power batteries and proportion of installed capacity over the years on the National Traceability Platform, the installed capacity of LFP batteries rose rapidly with its market share increasing year on year, making it a leading role in the market. The advantages of LFP batteries in safety and cost effectiveness were further highlighted.

In terms of energy consumption, user consumption upgrading and enlarging vehicle size drove the energy consumption of vehicles upwards. Considering the actual operation of various types of vehicles, the average energy consumption of BEV passenger cars in 2022 was 14.9kWh/100 km, up 2.1% over 2021. The energy consumption level of Class A cars and SUVs remained basically stable. In the field of commercial vehicles, the energy consumption level of BEV buses showed a downward trend in the past two years, from 60.4kWh/100 km in 2020 to 58.4kWh/100 km in 2022. According to the changes of energy consumption level of BEV buses with different lengths over the years, the energy consumption level of BEV buses below 12 m in length declined; the average energy consumption of BEV logistics vehicles in 2022 was 32.2kWh/100 km, with a slight increase over 2021. The energy consumption level of lightweight BEV vehicles below 4.5tons showed a downward trend year by year, from 27.1kWh/100 km in 2020 to 25kWh/100 km in 2022; that of medium- and heavy-duty BEV logistics vehicles above 4.5 tons rose amid fluctuations, mainly due to the accelerated pollution and carbon emission reduction for freight vehicles in recent years and the rapid growth of sales volume of medium- and heavy-duty new energy freight trucks.