Introduction

Introduction

There are certainly controversies, but the future is definitely bright.

"If we don't go green, we can't be called 100% new energy vehicles. Energy must be green to be a truly new energy vehicle."

Recently, at a top forum gathering numerous industry elites, a major figure in the automotive industry shared their unique insights. They emphasized that the development of new energy vehicles is a multi-layered, multi-dimensional process that can be summarized as three battles: "Upper - Middle - Lower".

The "Upper Half" we usually refer to is electrification, which is driving the transition from traditional fuel vehicles to electric vehicles; while the "Lower Half" is intelligence, focusing on the application of cutting-edge technologies such as autonomous driving and intelligent connectivity. However, in this figure's view, there is another crucial aspect that cannot be ignored - "greening".

They further elaborated that if we only achieve electrification and intelligence without greening, we cannot be called 100% new energy vehicles. Because the core of new energy vehicles lies not only in the innovation of the vehicle itself but also in the energy system behind it.

Therefore, the fundamental aspect of developing new energy vehicles lies in energy transformation and greening. The new energy revolution we are currently advancing is precisely for this purpose. Because only by achieving the new energy revolution and ensuring that energy comes from green electricity can we truly possess new energy vehicles.

The long road to green energy

In fact, the question of whether new energy vehicles are truly environmentally friendly has been widely questioned since the early stages of their vigorous promotion. Some people believe that although electric vehicles produce almost zero emissions during use, significantly reducing air pollution and greenhouse gas emissions, their environmental friendliness is not entirely uncontroversial. A major point of contention is the battery charging of electric vehicles.

Electric vehicle batteries are charged directly from the grid, and the source of grid electricity is a complex issue. In many places, the grid still primarily relies on fossil fuels such as coal, oil, and natural gas for power generation. This means that although electric vehicles do not produce tailpipe emissions during use, their electricity acquisition process may generate significant amounts of carbon dioxide and other pollutants.

Therefore, they argue that if the electricity for electric vehicles primarily comes from fossil fuels, the overall environmental benefits will be greatly compromised. They fear that the popularity of electric vehicles may lead to an increase in fossil fuel consumption, thereby exacerbating global climate change and environmental pollution issues.

Of course, as the popularity of new energy vehicles accelerates, public awareness has also improved significantly. Such outdated views have undergone significant transformations: the environmental friendliness of electric vehicles is a result of comprehensive consideration. Although there may be pollution during the acquisition of electricity, the environmental benefits of electric vehicles throughout their entire lifecycle are still significant compared to traditional fuel vehicles.

Furthermore, with the continuous development of renewable energy and the green transformation of the grid, the sources of electricity for electric vehicles will become increasingly clean and environmentally friendly. However, this process may require a longer period.

As this expert said, according to the latest data released by the National Energy Administration, the development momentum of clean energy is strong, with wind and solar power generation accounting for 20% of total power generation in the first half of the year, up from 16.8% last year. This significant increase undoubtedly demonstrates China's determination and effectiveness in promoting energy structure transformation.

Last year, non-fossil energy accounted for 36% of total power generation, and this year, the proportion is expected to climb further to 40%, marking a gradual shift towards a greener and more sustainable energy system in China.

Although fossil fuels still account for 60% of power generation, with coal holding a significant share, the rapid development of clean energy is quietly changing this landscape. Last year, clean energy generation approached 300 million kWh, and this year, it is expected to achieve a 20% increase, easily surpassing the 300 million kWh mark.

If such growth can be maintained annually for the next seven years, by 2030, clean energy generation is expected to reach 3.1 to 3.5 billion kWh, equivalent to approximately 4.5 trillion kWh of electricity. Assuming total power generation in 2030 is 13 trillion kWh, clean energy will account for 35%. If hydroelectric and nuclear power are also included, non-fossil energy power generation will exceed 55%, indicating that new energy will dominate the energy mix.

This prospect is not far-fetched. In fact, considering the combined drive of technological progress, policy support, and market demand, clean energy generation in 2030 is likely to exceed expectations and achieve even higher levels of breakthroughs. Therefore, we have reason to believe that a new era of energy dominated by new energy is accelerating towards us, bringing profound changes to the energy mix and significant contributions to environmental protection and sustainable development.

So, returning to the controversial question: Are electric vehicles "green and environmentally friendly"? The answer is yes, but the extent is more complex than commonly perceived. The zero-emission characteristic of electric vehicles during use indeed makes them environmentally friendly, but their environmental friendliness also depends on factors such as battery production, recycling, and the source of electricity used for charging, all of which can impact the environment.

Large batteries and fuel tanks contradict the original intention

There has been no shortage of bickering between gasoline vehicle enthusiasts and electric vehicle advocates in the past. Supporters of both camps held steadfast to their positions, often engaging in heated debates online or in real life. Gasoline vehicle enthusiasts emphasized the advantages of traditional fuel vehicles, such as strong endurance, convenient refueling, and mature technology, while electric vehicle advocates promoted the environmental friendliness, low noise, and gradually improving charging infrastructure of electric vehicles.

Each side had its merits, and the "contest" over automotive powertrains lasted for a long time. Nowadays, as more and more hybrid models with increasingly larger battery packs or fuel tanks emerge, more people are questioning whether automakers are taking shortcuts in transitioning to new energy vehicles.

Currently, many automakers are increasing the range of their vehicles by enlarging battery pack capacities or fuel tank volumes. Therefore, some believe that this approach allows for quicker market feedback and economic benefits but does not involve investing more resources in overcoming the technical challenges of pure electric vehicles, failing to fundamentally address the core issues of new energy vehicles.

At the 2024 World Battery Conference, Zhu Huarong, Chairman of Changan Automobile, delivered a speech that hit the nail on the head regarding the development of the new energy vehicle industry. His viewpoint on the trend of "large size and weight" in new energy vehicle product innovation undoubtedly struck a chord in the industry.

Zhu Huarong spoke with data, presenting a stark contrast that revealed the crux of the issue: In the new energy vehicle sector, vehicles weighing between 1.5 and 2 tons accounted for a staggering 58.64% of the total, while those weighing over 2 tons accounted for a considerable 21.89%.

In contrast, more than half of fuel vehicles weighed between 1 and 1.5 tons, accounting for 58.41% of the total. This data comparison clearly outlines how new energy vehicles, in pursuit of endurance and performance, have inadvertently embarked on a "heavyweight" development path.

Zhu Huarong's concerns are well-founded. To enhance endurance, new energy vehicle brands have opted to expand fuel tanks (for extended-range or hybrid models) and increase battery pack capacities, undoubtedly burdening vehicles with heavy loads. This "heavy lifting" not only drives up production costs but also imposes higher energy consumption and maintenance expenses on consumers during use, clearly contradicting the original intention of new energy vehicles to reduce emissions and promote green travel.

More concerningly, as the mass of power battery packs continues to increase, some models' battery packs now weigh up to 700kg, pushing the overall vehicle weight beyond the 3000kg mark.

This status quo has resulted in domestic electric vehicles of the same class being 100-200kg heavier than fuel vehicles on average. In particular, mid-to-large SUVs, striving to maintain long ranges, have had to sacrifice lightweight construction, easily exceeding 2 tons in weight, making them notably bulkier compared to fuel vehicles of the same class.

This "heavyweight" trend not only tests the energy efficiency of vehicles but also poses challenges to the automotive industry's transition towards low energy consumption and high efficiency. Zhu Huarong's speech undoubtedly represents a profound reflection on the industry: After all, the future of green travel should not come at the expense of energy efficiency and increased environmental burdens.

Indeed, the original intention of new energy vehicles was to reduce dependence on traditional fossil fuels, lower emissions, and protect the environment. However, if vehicle weights continue to increase in pursuit of long ranges, this original intention may be significantly compromised. Increased weights not only signify higher energy consumption but may also negatively impact vehicle handling and safety.

Of course, this does not mean we should abandon the pursuit of long ranges altogether. On the contrary, long ranges remain a crucial competitive advantage for new energy vehicles. However, we should strive for a win-win situation between long ranges and lightweights through technological innovation and smart design.