Summary

Abstract

Based on the real-time operation big data of 6.655 million new energy vehicles by the end of December 2021 of the National Monitoring and Management Platform for New Energy Vehicles (hereinafter referred to as the “National Monitoring and Management Platform”), this report objectively and profoundly analyzes the market characteristics, vehicle operation characteristics, vehicle charging characteristics and other industry concerns of new energy vehicles, summarizes the characteristics and puts forward relevant development suggestions, which has specific reference value and significance for relevant government departments, research institutes, universities and enterprises in China’s automobile industry.

Based on the real-time operation big data of 6.655 million new energy vehicles by the end of December 2021 of the National Monitoring and Management Platform for New Energy Vehicles (hereinafter referred to as the “National Monitoring and Management Platform”), this report objectively and profoundly analyzes the market characteristics, vehicle operation characteristics, vehicle charging characteristics and other industry concerns of new energy vehicles, summarizes the characteristics and puts forward relevant development suggestions, which has specific reference value and significance for relevant government departments, research institutes, universities and enterprises in China’s automobile industry.

1.1 Overview of the Development of New Energy Vehicle (NEV) Market

1.1.1 General Development Situation of Global New Energy Vehicle (NEV) Market

The global new energy vehicle (NEV) market maintained a rapid growth trend in sales in 2021, especially in China. With the guidance of environmental protection laws and policies of various countries, the NEV industry in major countries in the world showed intensified competition, and the penetration rate of automobile electrification has increased rapidly (Fig. 1.1). In 2021, the global sales of NEVs reached 6.75 million, which doubled compared with 2020. The NEVs sales in typical countries such as China, Germany, the United States, Britain, and France, exceeded 300,000 (Fig. 1.2); China’s NEV market has achieved a breakthrough, and in 2021, the sales of NEVs reached 3.521 million, accounting for 52.1% of the global market, ranking first in the world for seven consecutive years and becoming an essential force in the electric transformation of the global automobile industry.

Fig. 1.1

Source China Association of Automobile Manufacturers (CAAM) for sales data of NEVs in China; EV-volumes for sales data of NEVs in countries other than China

Global sales of NEVs over the years.

Fig. 1.2

Source China Association of Automobile Manufacturers (CAAM) for sales data of NEVs in China; EV-volumes for sales data of NEVs in countries other than China

TOP15 countries in global NEVs sales in 2021 and their share (10,000 vehicles, %).

1.1.2 General Development Situation of New Energy Vehicle (NEV) Market in China

• 1. China has made remarkable achievements in automobile electrification transformation, and the sales and access volume of NEVs in the market are proliferating

The scale of China’s NEV industry is expanding, with an accelerating upward market penetration curve (Fig. 1.3). Driven by multiple factors such as diversified product supply and increased consumer awareness, China’s NEV market reached a new record high in 2021, with annual market sales of 3.521 million, up 157.6% year-on-year, showing an explosive growth trend in market demand and ushering in a complete market inflection point; the market penetration rate of NEVs continues to rise, reaching 13.4% in 2021, with an increase of 8% compared with 2020. The market penetration rate of NEVs continues to increase, reaching 13.4% in 2021, with an increase of 8% compared with 2020.

Fig. 1.3

Source China Association of Automobile Manufacturers (CAAM)

Sales of NEVs in China over the years and growth rate.

From the access characteristics of NEVs to the National Monitoring and Management Platform in previous years (Fig. 1.4), the access volume of NEVs generally showed a trend of rapid growth in scale. There was concentrated access in 2018 and 2019, with the annual access rate exceeding 100%. The marketization of NEVs has accelerated in an all-around way.

Fig. 1.4

NEV access volume of the National Monitoring and Management Platform over the years

From the change of NEV holdings over the years (Fig. 1.5), as of the end of 2021, the NEV holdings reached 7.84 million, showing a rapid growth trend; the rapid growth of the NEV holdings has driven the steady growth of the cumulative NEV access to the National Monitoring and Management Platform (Fig. 1.6), and as of 2021, the cumulative NEV access reached 6.655 million. The cumulative access rate reached 84.9%, indicating that 84.9% of NEVs nationwide had their safety status monitored in real-time.

Fig. 1.5

Source The Ministry of Public Security

Changes in the NEV holdings and the electrification rate of vehicles in China over the years. Note Electrification rate of vehicles = NEV holdings/current vehicle holdings.

Fig. 1.6

Cumulative access volume of NEVs to the National Monitoring and Management Platform over the years. Note Cumulative access rate of vehicles = cumulative access volume of NEVs/current NEV holdings

The rapid growth of the scale of the NEV industry has led to a rapid increase in the electrification rate of vehicles. According to the data of the Ministry of Public Security, the vehicle holdings nationwide were 302 million in 2021, and the proportion of NEV holdings to vehicle holdings showed a rapid growth trend yearly, from 0.3% in 2015 to 2.6% in 2021, with an increase of 2.3%.

• 2. The promotion of NEVs in different provinces has its characteristics. Guangdong Province has the highest promotion scale of NEVs, while Shanghai has the highest electrification rate

By the end of 2021, the TOP10 provinces with cumulative access volume of NEVs nationwide had a total of 4,645,000 NEVs accessed, with a national share of 69.8% (Fig. 1.7). The promotion scale of NEVs in Guangdong Province has exceeded one million to 1.05 million NEVs accessed, accounting for 15.8% of the country; followed by Zhejiang and Shanghai, with a total access volume of 605,000 vehicles and 532,000 vehicles respectively, accounting for 9.1 and 8.0% of the country. According to the electrification rate of all provinces (autonomous regions and municipalities directly under the Central Government), the cumulative access volume of NEVs in Shanghai accounted for 12.1% of the local vehicle holdings, ranking first in China.

Fig. 1.7

Cumulative access and proportion of NEVs in the TOP10 provinces. Note The data on vehicle holdings in all provinces (including autonomous regions and municipalities directly under the Central Government) in 2020 are from the China Statistical Yearbook (2021)

• 3. The promotion of NEVs in first-tier cities has achieved remarkable results; the electrification rate of second-tier cities and below has excellent potential

By the end of 2021, Shanghai, Shenzhen, Beijing, and Guangzhou ranked the TOP4 in the cumulative access volume of NEVs in the TOP15 cities (Fig. 1.8), with the cumulative access volume of NEVs all above 350,000, accounting for more than 5% of the whole country respectively. Among them, the cumulative access volume of NEVs in Shanghai was 532,000, accounting for 8.0% of the country. From the electrification rate of each city, Liuzhou was far ahead of the first-tier cities, with NEVs accounting for 20.3% of Liuzhou’s vehicle holdings. Other cities such as Chongqing, Wuhan, Xi’an, and Chengdu had a relatively low electrification rate, with excellent demand potential for NEVs to replace traditional fuel vehicles.

Fig. 1.8

Cumulative access and electrification rate of NEVs in the TOP15 cities. Note Bubble size indicates the cumulative access volume of NEVs in each city by the end of 2021; The data of vehicle holdings are from the data of vehicle holdings of the Ministry of Public Security in 2020

• 4. The new energy passenger car has become more and more market-oriented, and private purchase has become a significant driving force

New energy passenger cars dominate the NEV market, with the market share increasing yearly. In light of the changes in the access structure of various types of vehicles on the National Monitoring and Management Platform over the years, new energy passenger cars dominate the market and show a rapid expansion trend in their market share. In 2021, the access volume of BEV-passenger cars and PHEV-passenger cars accounted for 75.9% and 17.4% of the national NEVs, respectively, increasing by 4.3% and 2.6% respectively compared with 2020 (Fig. 1.9). The market share of BEV-commercial vehicles is shrinking rapidly due to the small increment.

Fig. 1.9

Proportion of access volume of NEVs of different types over the years

Consumer demand in cities not subject to purchase restrictions is robust, and the market share of new energy passenger cars is increasing yearly. Under the stimulation of consumption promotion policies and countryside NEV promotion activities, the awareness and recognition of NEVs by users in cities not subject to purchase restrictions have gradually increased, contributing to the surge of consumer demand in these cities. According to the statistics of the National Monitoring and Management Platform on the proportion of access volume of cities subject to purchase restrictions and not subject to purchase restrictions over the years, the market share of new energy passenger cars in cities not subject to purchase restrictions in 2021 was 66.4%, 6.9% higher than that in 2020, showing an increasing trend in the market share (Fig. 1.10).

Fig. 1.10

Changes in the proportion of access volume of new energy passenger cars in cities subject to purchase restrictions and cities not subject to purchase restrictions

According to the access characteristics of NEVs in the TOP15 cities in 2021 (Fig. 1.11), the cities subject to purchase restrictions, like Shanghai, Shenzhen, Guangzhou, Hangzhou, and Beijing, ranked among the forefront, with robust consumer demand. Among them, the annual access in Shanghai reached 265,000 vehicles, ranking first, accounting for 9.7% of the country. Judging from the proportion of new energy private cars to local NEVs in the TOP15 cities, the proportion of new energy private cars in the TOP15 cities was over 50%, and the proportion of new energy private cars in Liuzhou and Wenzhou was significantly higher than that in first-tier cities, of 90.3% and 85.2% respectively.

Fig. 1.11

NEV access and proportion of private cars in the TOP15 cities in 2021. Note: ① Bubble size indicates the access volume of NEVs in each city to the National Monitoring and Management Platform in 2021; ② Proportion of new energy private cars = annual access volume of new energy private cars in the city/annual access volume of NEVs in the city

1.2 NEV Operation Characteristics of China in 2021

For this report, an overall assessment is made from the operation characteristics, charging characteristics, battery swapping characteristics, fuel cell electric vehicles (FCEV), and plug-in hybrid electric vehicles (PHEV).

1.2.1 NEV Operation Characteristics

As of December 31, 2021, the cumulative mileage covered by NEVs was up to 218,856,000,000 km.

According to the National Monitoring and Management Platform data, as of December 31, 2021, the cumulative mileage covered by NEVs was 218,850,000,000 km. By the power type of vehicles, the cumulative mileage covered by BEVs was up to 184,328,000,000 km, accounting for 84.22%, including 125,830,000,000 km (57.5%) covered by BEV-passenger cars, 34,306,000,000 km (15.68%) covered by PHEVs and 223,000,000 km (0.1%) covered by FCEVs. The NEVs have been in the large-scale demonstration and promotion stage (Fig. 1.12).

Fig. 1.12

Distribution of cumulative mileage of vehicles of different types (100,000,000 km, %)

Regarding application scenarios, the cumulative access volume of private passenger cars was up to 4.059 million, accounting for more than 60% of the whole country, and the cumulative mileage covered by vehicles brought by the large-scale promotion of passenger cars was significantly ahead of that covered by vehicles in other application scenarios. As of December 31, 2021, the cumulative mileage covered by private passenger cars was up to 62,160,000,000 km, accounting for 28.4%; in the field of commercial vehicles, the cumulative mileage covered by buses and logistics vehicles stood out, 41,788,000,000 km and 17,380,000,000 km respectively, accounting for 19.09% and 7.94% respectively (Fig. 1.13).

Fig. 1.13

Distribution of cumulative mileage of vehicles in different application scenarios (100,000,000 km, %)

The average daily mileage in segments had somehow increased in 2021, with a significant increase in the average daily mileage of passenger cars.

The segments had been affected by the COVID-19 pandemic in the past three years, and the average daily mileage of vehicles had fluctuated to some extent. In 2020, the average daily mileage of e-taxis and taxis decreased compared with 2019. Since 2021, the average daily mileage of all segments has increased to varying extents. Among them, in the field of passenger cars, the average daily mileage covered by e-taxis, taxis, and cars for sharing increased significantly year-over-year, of 168.6 km, 201.9 km and 124 km in 2021, respectively, with an increase of 6.8%, 8.3% and 24.4% year-over-year (Fig. 1.14).

Fig. 1.14

Average daily mileage of NEVs in key segments over the years. Note Heavy-duty trucks: vehicles with an inherent label of “special vehicle” in the National Monitoring and Management Platform, with total mass ≥ 12,000 kg according to the standard GA801-2014 of the Ministry of Public Security, selected as the research object of the heavy-duty truck segment

The average monthly mileages of vehicles in segments had somehow increased, with a rapid increase in the average monthly mileage of vehicles in the public sector and more prominent energy saving and carbon reduction effect at the vehicle operating end.

The average monthly mileage of vehicles in segments had somehow increased in 2021 (Fig. 1.15). In the field of passenger cars, the average monthly mileage of e-taxis, taxis, and cars for sharing was 4265 km, 4839 km, and 3103 km, respectively, with a significant increase of 19.1%, 16.3%, and 18.8% compared with 2020; in the field of commercial vehicles, the average monthly mileage of logistics vehicles and heavy-duty trucks was 2270 km and 2425 km respectively, with an increase of 4.7% and 8.8% compared with 2020. The average monthly mileage of vehicles in the public sector was stable over the years, and the effect of energy saving and carbon reduction at the vehicle operating end was more prominent.

Fig. 1.15

Average monthly mileage of NEVs in key segments over the years

1.2.2 NEV Charging Characteristics

• 1. Characteristics of changes in vehicle charging methods

The proportion of average monthly fast charging times in each segment is increasing yearly, except for private cars.

Each segment’s average monthly fast charging times were increasing yearly except for private cars, judging from the changes in the proportion of average monthly fast charging times over the years (Fig. 1.16). Specifically, regarding the distribution of fast charging times in each segment, the fast charging times for e-taxis, taxis, cars for sharing, logistics vehicles, buses, and heavy-duty trucks accounted for more than 50% in 2021.

Fig. 1.16

Proportion of fast charging times in key segments over the years

• 2. Characteristics of charging duration

The average single-time charging duration of vehicles in key segments in the past two years decreased compared with 2019.

Vehicles’ average single-time charging duration in each key segment in the past two years decreased compared with 2019 (Fig. 1.17). The average single-time charging duration for private cars was 3.7 h, showing a year-on-year decline compared with 2019 and 2020; the fast-charging segments such as e-taxis, taxis, cars for sharing, buses and heavy-duty trucks accounted for a higher proportion of fast charging times, and the average single-time charging duration for vehicles was shorter, ranging from 1 to 2 h. The average single-time charging duration in key segments is closely related to the proportion of fast charging times. We can find the higher the proportion of fast charging times, the shorter the average single-time charging duration (Fig. 1.18).

Fig. 1.17

Average single-time charging duration in key segments over the years

Fig. 1.18

Relationship between the average single-time charging duration and the proportion of fast charging times in key segments over the years

• 3. Characteristics of vehicle charging times

In 2021, vehicles’ average monthly charging times in each segment had somehow increased, with the average monthly charging times of operating vehicles increasing significantly. The NEVs play an increasingly important role in the regular operation of the public sector.

The average monthly charging times of vehicles in each segment had somehow increased (Fig. 1.19), and among them, the increases in average monthly charging times of taxis, cars for sharing, and buses were great, which were 43.4, 68.9, 38.4%; the monthly charging times were closely related to the monthly mileage (Fig. 1.20), and the monthly charging times of taxis, buses and e-taxis were the highest, as their monthly mileages were longer. The NEVs gradually replace traditional fuel vehicles in the regular operation of the public sector and play an increasingly important role, further contributing to the low carbonization of transportation.

Fig. 1.19

Average monthly charging times in key segments over the years

Fig. 1.20

Relationship between monthly charging times and monthly mileages in key segments over the years

• 4. Initial state-of-charge (SOC) characteristics

The average initial SOC of vehicle charging in segments was the same, and the initial SOC of commercial vehicle charging was higher.

The average initial SOC of vehicle charging in segments over the past three years was the same (Fig. 1.21). In commercial vehicles, the average initial SOC of logistics vehicles, buses, and heavy-duty trucks was generally slightly higher than that of passenger cars, which was closely related to the operation rules of commercial vehicles and the use of special charging piles for charging.

Fig. 1.21

Average initial SOC in key segments over the years

1.2.3 Operation Characteristics of BEVs of Battery-Swapping Type

With the deepening of global energy reform, “changing from oil into electricity” has become the general trend. However, the need to improve the charging experience due to the unbalanced layout of charging facilities for NEVs is still one problem that restricts the rapid development of NEVs. According to the statistics of vehicle charging characteristics of some high-speed charging stations along the expressways of Beijing-Tianjin-Hebei, Jiangsu-Zhejiang-Shanghai, and Beijing-Shanghai, the charging times along the expressways during the National Day of 2021 were significantly higher than that during non-holiday periods. The rapid increase in the number of vehicles charged in a short period and the long charging duration of vehicles have become important factors affecting the convenience of charging during a specific period.

In recent years, the battery-swapping mode has achieved good demonstration and application results in private cars, taxis, and heavy-duty trucks. The battery swapping mode can effectively meet the demand of NEVs for power supply efficiency. With the diversified application of battery swapping scenarios, as of the end of 2021, more than 100,000 BEVs of battery-swapping type had been accessed in China, including 88,000 BEV-private cars of battery-swapping type and 33,000 BEV-taxis of battery-swapping type, accounting for a large proportion of vehicles of battery-swapping type; the heavy-duty trucks of battery-swapping type were still in the demonstration operation stage, and their access increased rapidly in 2021, with the cumulative access up to 941 vehicles. According to the regional concentration distribution of vehicles of battery-swapping type, the heavy-duty trucks of battery-swapping type in Tangshan City, Hebei Province, had been rapidly promoted, with cumulative access of up to 378 vehicles.

The battery swapping mode reduces the first purchase cost of BEVs and improves the operation efficiency of vehicles. The “separation of vehicle and battery” mode expects to become a practical path for the electrification of the public sector. According to the battery swapping characteristics of the vehicles of battery-swapping type on the National Monitoring and Management Platform, the vehicles of battery-swapping type have much potential in power supply efficiency. The initial SOC of battery swapping for the vehicles of battery-swapping type is generally lower than the initial SOC of charging, and the battery swapping can be completed in 3–5 min. From the perspective of the total cost of the vehicle application cycle, the first purchase cost of BEV-heavy-duty trucks is relatively high. Purchasing vehicles with leasing batteries and adopting the battery swapping mode are suitable for short-distance transportation scenarios such as short-haul in mining areas, port traction, plants, and urban waste transportation. The new business model solves the problem of high first-purchase costs and is more economical than fueled heavy-duty trucks. The low electricity price further reduces operating costs, becoming an effective solution for cleaning heavy-duty trucks under the “Carbon Peaking and Carbon Neutrality” strategy.

1.2.4 Operation Characteristics of Fuel Cell Electric Vehicles (FCEVs)

FCEVs are demonstrated and promoted on a large scale in demonstration urban agglomerations, and the industry is ushering in rapid development. With the implementation of the “Carbon Peaking and Carbon Neutrality” strategy and the demonstration and application policy of FCEVs, the technology of the fuel cell industry has been continuously improving, and the hydrogen energy and fuel cell industry has developed rapidly all over the country. In 2021, the enthusiasm of local governments to develop hydrogen energy continued to rise. Various provinces successively put forward development goals and action plans around expanding hydrogen energy supply channels, building hydrogenation infrastructure, focusing on developing core components, and strengthening vehicle demonstration, popularization, and application, and the market scale of FCEVs in various places proliferated. According to the data of the National Monitoring and Management Platform, as of the end of 2021, 7737 FCEVs had been accessed in China, and the application scenarios of vehicles had gradually expanded from a single application scenario of buses to application scenarios of interurban buses, commuter coaches, logistics vehicles, engineering vehicle, with a significant trend of diversification of scenarios.

The first and second batches of demonstration urban agglomerations represented by Beijing-Tianjin-Hebei Urban Agglomeration, Shanghai Urban Agglomeration, Guangdong Urban Agglomeration, Hebei Urban Agglomeration, and Henan Urban Agglomeration were established one after another in 2021, and the five demonstration urban agglomerations have their characteristics in vehicle promotion and application. As of December 31, 2021, the five demonstration urban agglomerations had 5629 FCEVs accessed, accounting for 72.8% of the cumulative access volume of FCEVs in China. Regarding vehicle promotion structure, the proportion of FCEV-buses promoted in the Beijing-Tianjin-Hebei Urban Agglomeration, Hebei Urban Agglomeration, and Henan Urban Agglomeration was significantly higher than that of special vehicles (Fig. 1.22); the promotion scale of FCEV-special vehicles in the Shanghai Urban Agglomeration and the Guangdong Urban Agglomeration was significantly higher than that of FCEV-buses; as of December 31, 2021, the cumulative mileage of FCEVs in various demonstration urban agglomerations was 142.602 million km, with the total travel duration of 5.333 million h. Among them, the cumulative mileage of FCEVs in the Guangdong Urban Agglomeration was 76.069 million km, with a cumulative travel duration of 2.584 million h; the cumulative mileage of the Beijing-Tianjin-Hebei Urban Agglomeration and the Shanghai Urban Agglomeration was 10.912 million km and 21.785 million km respectively, with the cumulative travel duration of 356,000 h and 744,000 h respectively.

Fig. 1.22

Cumulative mileage and travel duration of vehicles in FCEV demonstration urban agglomerations. Note ① Bubble size indicates the cumulative access volume of different FCEVs in each city as of 2021; ② In the above figure, blue indicates FCEV-buses, and green indicates FCEV-special vehicles

As a symbol for China to show the world the promotion achievements of China’s FCEVs, the Beijing Winter Olympics achieved outstanding results in vehicle promotion and operation. As of the end of February 2022, Beijing Winter Olympics had put more than 1300 FCEVs into use as the main transport capacity to carry out multi-scenario demonstration operation services; in February 2022, the number of FCEVs running in the Winter Olympics reached 137,400, with an increase of 66.67% from the previous month. The demonstration operation of vehicles in the Olympic Games was fully guaranteed, demonstrating China’s contribution to the field of low-carbon transportation.

1.2.5 Operation Characteristics of Plug-In Hybrid Electric Vehicles (PHEVs)

China’s PHEVs have gradually shifted from a supply-side drive to a supply-consumption dual drive. According to the National Monitoring and Management Platform data, 1.107 million PHEVs had accessed the National Monitoring and Management Platform as of December 31, 2021. In 2021, the domestic PHEV market maintained a high-speed growth trend, with 480,800 PHEVs accessed, creating a new high in the past years; private purchases were the leading consumer in the PHEV market. PHEV-private cars accounted for 93.2% of the national PHEVs in 2021, with an increase of 8.1% compared with 2019; the market demand of third-tier cities and below gradually released, and the access volume of PHEV-private cars in third-tier cities and below accounted for 28.40% in 2021, with an increase of 8.1% compared with 2019.

The PHEVs were used frequently, with the online rate being high. In 2021, the average online rate of PHEVs was 93.0%, significantly higher than that of BEVs and FCEVs. By vehicle type, the online rate of private cars, e-taxis, and taxis was significantly higher than that of other types of vehicles. The average daily mileage of private cars and e-taxis in EV Mode was higher, and the utilization rate of EV Mode was higher. The charging duration of PHEVs was stable, and the vehicles mostly used slow charging to supplement the power. The average single-time charging duration of PHEV-passenger cars was stable at about 3.0 h over the years, mainly in slow charging mode, and the fast charging duration was maintained at about 0.5 h.

1.3 Conclusion and Prospect

After years of cultivation, China’s NEVs, with continuously improved technical level, increasingly abundant product supply, gradually matured and stabilized industrial chain, and accelerated industrialization and marketization of NEVs in an all-round way, have become a new growth driver to promote the high-quality development of the automobile industry. Meanwhile, the “Carbon Peaking and Carbon Neutrality” strategy puts forward new requirements for China’s NEV industry, which involves many upstream and downstream links of the industrial chain. Under the new development situation, the industry must take multiple measures simultaneously, make overall plans and make systematic progress to further promote the NEV industry’s high-quality and long-term prospering development. This report, based on the real-time operation big data of more than 6.5 million NEVs on the National Monitoring and Management Platform, concludes the relevant suggestions for the development of the NEV industry by profoundly analyzing the industrial development characteristics, technological progress achievements, vehicle operation and charging characteristics and industrial development hotspots, to provide decision-making reference for policy-making departments and related enterprises.

• 1. Continue to improve the support policies for the NEV industry, build a carbon emission monitoring platform for the industry based on the National Monitoring and Management Platform, and establish a sound automobile energy conservation and emission reduction system in the post-subsidy era

The major economies and countries in the world have set the goals of carbon peaking and carbon neutrality, and the automobile industry’s electrification transformation has accelerated. As a strategic emerging industry, China’s NEV industry has achieved a historic leap from “following” to “paralleling” and then to partially “overtaking,” which plays an essential leading role in implementing the “Carbon Peaking and Carbon Neutrality” strategy, the national energy development strategy, the strategy of building a country with solid transportation network and the strategy of building a country with robust automobile industry. The national financial subsidies for new energy vehicles will be completely withdrawn in 2023. In the post-subsidy era, it is urgent to speed up the introduction of support and encouragement measures on the demand side by relying on the market mechanism to maintain the first-mover advantage of China’s new energy automobile industry. On the one hand, we should develop a carbon reduction incentive mechanism for the operating end of new energy automobiles based on use intensity, and form a double-track mechanism integrating points trading of new energy automobile products and carbon reduction incentive policy for new energy automobiles, while exploring a subsidy and incentive mechanism for accurate measurement and dynamic evaluation of carbon reduction for enterprises and individuals, speeding up the technological iteration of enterprises, and encouraging users to apply low-carbon vehicles. On the other hand, relying on the massive new energy automobile operation big data resources of the national regulatory platform, we will establish and improve the carbon emission standard system and management system of the automobile industry, and establish an industry-level carbon emission monitoring mechanism on the application side based on the carbon emission measuring standards, thus making every endeavor to promote the comprehensive low-carbon and zero-carbon development in the transportation field.

• 2. Strengthen the vehicle safety supervision, give full play to the NEV big data monitoring efficiency, promptly interface with enterprises to investigate potential safety hazards, and improve the quality and safety level of NEVs

The NEV is the strategic direction of the automobile industry transformation and upgrading, and safety is the key to the development of the NEV industry. On April 8, 2022, the Ministry of Industry and Information Technology, the Ministry of Public Security, the Ministry of Transport, the Ministry of Emergency Management, and the State Administration for Market Regulation jointly issued the Guidelines on Further Strengthening the Construction of New Energy Vehicle Safety System (hereinafter referred to as “the Guidelines”), which puts forward safety supervision requirements from the aspects of improving the safety management mechanism, ensuring the product quality and safety, improving the monitoring platform efficiency, optimizing the after-sales service capabilities, strengthening the accident response and handling, and improving the network security system. The National Monitoring and Management Platform, by digging deep into the value of NEV big data and using big data to strengthen safety supervision, strengthen accident reporting and deepen investigation and analysis, further promotes the digital safety supervision of NEVs, which is of great significance for innovating the safety supervision mode and improving the level of social public services. Next, we should fully utilize the vehicle big data resources on the National Monitoring and Management Platform, on the one hand, by conducting vehicle fault analysis to identify safety hazards and handle them properly promptly, and on the other hand, by researching the theory and key technologies of vehicle cloud collaborative big data early warning and failure recognition based on the new-generation information technology, to break through the challenges of safety assessment and early warning in the application process of power batteries, and further improve the quality and safety level of products. Besides, we will assist enterprises in establishing a safety condition monitoring platform for NEVs, to continuously improve the safety and early warning capability of NEVs.

• 3. The operating vehicles are used frequently, and the electrification of vehicles contributes more to energy conservation and carbon reduction in the transportation field. We should resolutely promote the comprehensive electrification of vehicles in the public sector to help achieve the goal of “Carbon Peaking and Carbon Neutrality”

From the perspective of various application scenarios, the proportion of access volume of new energy private cars is increasing yearly, while the proportion of accessed vehicles in the public sector is decreasing year after year, which needs increasing attention. According to the comparison of vehicle mileage and access in various fields on the National Monitoring and Management Platform, in 2021, the access volume of vehicles in China’s public sector (including buses, taxis, logistics vehicles, e-taxis, car for sharing) accounted for only 26.8%. However, the average monthly vehicle mileage in the public sector was 3824.6 km, 4.7 times that of a private car. The vehicles in the public sector were used frequently, and the improvement of the electrification rate contributed more to carbon emissions. In 2021, the State Council and the Ministry of Industry and Information Technology issued a circular to promote the comprehensive electrification of vehicles in the public sector. Local governments and related enterprises should actively implement the provisions, introduce support and guidance measures in an all-around way, develop and produce marketable vehicles in the public sector, innovate the operation mode, resolutely promote the comprehensive electrification of vehicles in the public sector, and help achieve the goal of “Carbon Peaking and Carbon Neutrality.”

• 4. In the field of charging facilities, the charging service experience of NEV users will be continuously improved, and the use environment of charging facilities will be optimized with a refined operation mode

After years of development, China’s charging infrastructure construction has entered the stage of pursuing both quantity and quality, and the charging infrastructure support capacity has been continuously improved. In China’s infrastructure system, a charging infrastructure system covering special charging and battery swapping stations, intercity and urban public charging and battery swapping networks, and unit and individual charging facilities has been formed, realizing “effectively supporting the promotion and use demand of NEVs.” However, there are still some problems in charging infrastructure, such as unbalanced regional development of charging piles, long waiting times at expressway charging stations on holidays, and insufficient service guarantee capacity of charging facilities in urban and rural areas. Next, local governments should continue to improve the collaborative service guarantee capability of infrastructures, focusing on the following aspects: (1) Optimize the layout of charging and battery swapping networks, improve the charging and battery swapping service guarantee capability in urban and rural areas, and accelerate the improvement of expressway fast charging networks; (2) Fully rely on the big data resources of charging infrastructures, and further optimize the network layout of urban charging infrastructures in combination with vehicle operation data, charging hotspot data and power grid distribution capacity; (3) In view of the congestion of expressway charging stations on holidays, guide the charging of expressway vehicles based on time sharing control and classification differences to create a charging service environment that separates passenger cars and trucks and improve the expressway charging experience on holidays; and (4) Support the construction and operation demonstration of orderly high-power charging stations, and expand the large-scale application of intelligent and orderly charging.