中國(guó)是如何讓電動(dòng)汽車成為主流的
How China made electric vehicles mainstream
譯文簡(jiǎn)介
BBC的一篇關(guān)于中國(guó)電動(dòng)車發(fā)展的報(bào)道, 主要是認(rèn)為中國(guó)政府補(bǔ)貼造成了不正當(dāng)競(jìng)爭(zhēng), 但是也肯定了現(xiàn)在中國(guó)電動(dòng)車的主導(dǎo)地位. 最后不忘陰陽一下數(shù)據(jù)安全問題.
正文翻譯
How China made electric vehicles mainstream
中國(guó)是如何讓電動(dòng)汽車成為主流的
Almost half of all cars sold in China last year were electric
"I drive an electric vehicle because I am poor," says Lu Yunfeng, a private hire driver, who is at a charging station on the outskirts of Guangzhou in the south of China.
Standing nearby, Sun Jingguo agrees. "The cost of driving a petrol car is too expensive. I save money driving an electric vehicle," he says.
"Also, it protects the environment," he adds, leaning against his white Beijing U7 model.
It's the kind of conversation climate campaigners dream of hearing. In many countries, electric vehicles (EVs) are considered luxury purchases.
But here in China - where almost half of all cars sold last year were electric - it's a banal reality.
去年在中國(guó)銷售的汽車中幾乎一半是電動(dòng)汽車
“我開電車是因?yàn)槲腋F，”在中國(guó)廣州郊區(qū)的一個(gè)充電站，出租車司機(jī)盧云峰說。
站在一旁的孫敬國(guó)也同意他的觀點(diǎn)?！伴_油車成本太高了。開電車更省錢。”他說。
“而且，它更環(huán)保，”他靠在他的白色北京 U7 車旁補(bǔ)充道。
這是氣候活動(dòng)家們夢(mèng)寐以求想聽到的對(duì)話。在很多國(guó)家，電動(dòng)汽車被視為奢侈品。
但在中國(guó), 去年銷售的所有汽車中幾乎一半是電動(dòng)汽車, 這是一個(gè)習(xí)以為常的事情了。
At the beginning of the century, China's leadership laid out plans to dominate the technologies of the future. Once a nation of bicycles China is now the world's leader in EVs.
For Guangzhou's more than 18 million people, the roar of the rush hour has become a hum.
"When it comes to EVs, China is 10 years ahead and 10 times better than any other country," says auto sector analyst Michael Dunne.
Chinese EV makers are looking to sell more cars overseas
在本世紀(jì)初，中國(guó)的領(lǐng)導(dǎo)人們制定了主導(dǎo)未來科技發(fā)展的計(jì)劃。中國(guó)曾經(jīng)是一個(gè)自行車大國(guó)，但如今已成為世界電動(dòng)汽車領(lǐng)域的領(lǐng)導(dǎo)者。
對(duì)于廣州1800多萬居民來說，上下班高峰時(shí)段的大聲噪音已經(jīng)變成了一種小嗡嗡聲。
“就電動(dòng)汽車而言，中國(guó)領(lǐng)先其他國(guó)家 10 年，并且比其他任何國(guó)家都要好 10 倍?！? 汽車行業(yè)分析師邁克爾·鄧恩說道.
中國(guó)電動(dòng)汽車制造商希望在海外銷售更多汽車
China's BYD now leads the global EV market, after overtaking US rival Tesla earlier this year.
BYD's sales have been helped by a vast domestic market of more than 1.4 billion people and it is now looking to sell more cars overseas. So too are a raft of other Chinese start-ups that make affordable EVs for the mass market.
So how did China build this lead, and can it be caught?
在今年年初的時(shí)候，中國(guó)的比亞迪超越了美國(guó)的競(jìng)爭(zhēng)對(duì)手特斯拉，成為目前在全球電動(dòng)汽車市場(chǎng)中的領(lǐng)導(dǎo)者。
比亞迪的銷量得益于其擁有超過14億人口的龐大國(guó)內(nèi)市場(chǎng)，目前該公司也正尋求擴(kuò)大海外銷量。其他那些面向大眾市場(chǎng)價(jià)格實(shí)惠的電動(dòng)汽車初創(chuàng)企業(yè)也同樣如此。
那么中國(guó)是如何取得領(lǐng)先優(yōu)勢(shì)的？中國(guó)又能否被其他人趕上？
The master plan
In tracing the origins of China's EV dominance, analysts often credit Wan Gang - a German-trained engineer who became China's minister of trade and science in 2007.
"He looked around and said, 'Good news: we are now the largest car market in the world. Bad news: on the streets of Beijing, Shanghai, Guangzhou all I see is foreign brands'," says Mr Dunne.
At the time, Chinese brands simply couldn't compete with the European, American and Japanese car makers for quality and prestige. These companies had an unassailable head start when it came to producing petrol or diesel-powered cars.
But China did have ample resources, a skilled labour force and an ecosystem of suppliers in the motor industry. So Mr Wan decided to "change the game and flip the scxt by moving to electrics", according to Mr Dunne.
This was the master plan.
答案是總體規(guī)劃
在追溯中國(guó)電動(dòng)汽車主導(dǎo)地位的起源時(shí)，分析人士常常將功勞歸功于 萬鋼——一位在德國(guó)接受過培訓(xùn)的工程師，于 2007 年成為中國(guó)科學(xué)技術(shù)部部長(zhǎng)。
“他(萬鋼)環(huán)顧四周說，‘好消息是我們現(xiàn)在是世界上最大的汽車市場(chǎng)。但壞消息是在北京、上海、廣州的馬路上，我看到的都是外國(guó)車?！编嚩飨壬f。
在當(dāng)時(shí)，中國(guó)汽車品牌在質(zhì)量和聲譽(yù)方面根本比不過歐美日。這些公司在汽油車或柴油車方面擁有無可爭(zhēng)議的領(lǐng)先優(yōu)勢(shì)。
但中國(guó)確實(shí)擁有充足的資源、技能熟練的勞動(dòng)力以及汽車行業(yè)的供應(yīng)鏈環(huán)境。因此，據(jù)鄧恩先生所說，萬鋼部長(zhǎng)決定“通過轉(zhuǎn)向發(fā)展電動(dòng)汽車來改變游戲規(guī)則，實(shí)現(xiàn)彎道超車”。
這就是總體規(guī)劃。
Even though the Chinese government had included EVs in its five-year economic blueprint as early as 2001, it wasn't until the 2010s that it started to provide vast amounts of subsidies to grow the industry.
China, unlike Western democracies, has the capacity to mobilise huge swathes of its economy over many years towards its aims.
The country's mammoth infrastructure projects and dominance in manufacturing are a testament to this.
A US think tank, the Center for Strategic and International Studies (CSIS), estimates that from 2009 to the end of 2023, Beijing spent around $231bn (￡172bn) developing the EV industry.
盡管中國(guó)政府早在 2001 年就將發(fā)展電動(dòng)汽車納入了五年規(guī)劃，但直到 2010 年代才開始提供大量政府補(bǔ)貼來發(fā)展該行業(yè)。
與西方民主國(guó)家不同，中國(guó)有集中力量辦大事的能力。
中國(guó)龐大的基礎(chǔ)設(shè)施建設(shè)和強(qiáng)大的制造業(yè)證明了這一點(diǎn)。
美國(guó)智庫戰(zhàn)略與國(guó)際研究中心（CSIS）估計(jì)，從 2009 年到 2023 年底，中國(guó)政府花費(fèi)了大約 2310 億美元（1720 億英鎊）用于發(fā)展電動(dòng)汽車產(chǎn)業(yè)。
From consumers and carmakers to electricity providers and battery suppliers, everyone in China is entitled to money and assistance when it comes to EVs.
It encouraged BYD, for example, to switch from making smartphone batteries to focusing on producing EVs.
Ningde-based CATL - which supplies firms such as Tesla, Volkswagen and Ford - was founded in 2011 and now produces a third of all the batteries used for EVs worldwide.
This combination of long-term planning and government funding also allowed China to dominate critical supply chains in battery production.
It has helped build the world's largest public charging network with stations concentrated in big cities, which put drivers just minutes away from the nearest charger.
從消費(fèi)者和汽車制造商到電力供應(yīng)商和電池供應(yīng)商，在中國(guó)的每個(gè)電動(dòng)汽車行業(yè)參與者都可以申請(qǐng)資金和補(bǔ)貼。
舉個(gè)例子，比亞迪就是受這個(gè)政策激勵(lì), 從生產(chǎn)智能手機(jī)電池轉(zhuǎn)向?qū)ｉT生產(chǎn)電動(dòng)汽車。
總部位于福建寧德的寧德時(shí)代成立于 2011 年，為特斯拉、大眾和福特等公司供應(yīng)電池，目前生產(chǎn)的電池占全球電動(dòng)汽車電池總量的三分之一。
長(zhǎng)遠(yuǎn)規(guī)劃和政府補(bǔ)貼的組合拳也使得中國(guó)在電池生產(chǎn)的關(guān)鍵供應(yīng)鏈中占據(jù)主導(dǎo)地位。
這個(gè)政策幫助建立了世界上最大的公共充電網(wǎng)絡(luò)，在大城市中集中建設(shè)了大量充電站，司機(jī)們只需幾分鐘即可到達(dá)最近的充電站。
China has the world's biggest EV charging network
"If you want to manufacture a battery to put into an electric car today, all roads go through China," says Mr Dunne.
Some refer to this as "state capitalism". Western countries call it unfair business practice.
Chinese EV executives insist all companies, domestic or foreign, have access to the same resources.
As a result, they argue, China now has a thriving EV start-up sector, driven by fierce competition and a culture of innovation.
中國(guó)擁有世界上最大的電動(dòng)汽車充電網(wǎng)絡(luò)
鄧恩先生表示：“如今如果你想制造用于電動(dòng)汽車的電池，所有環(huán)節(jié)都繞不開中國(guó)?！?br /> 有人將此稱為“國(guó)家資本主義”。西方國(guó)家稱之為不公平的商業(yè)行為。
但中國(guó)電動(dòng)汽車行業(yè)的高管堅(jiān)稱，所有企業(yè)，無論是國(guó)內(nèi)企業(yè)還是外國(guó)企業(yè)，都可以接觸到相同的資源。
所以他們認(rèn)為，中國(guó)目前蓬勃發(fā)展的電動(dòng)汽車領(lǐng)域, 主要是由于激烈的競(jìng)爭(zhēng)和創(chuàng)新文化的推動(dòng)。
"The Chinese government is doing the same thing you see in Europe and in the US - providing policy support, consumer encouragement and infrastructure," Brian Gu, president of EV maker XPeng, tells the BBC.
"But I think China has done it consistently and in a way that really fosters the most competitive landscape that there is. There's no favouritism to anybody," he adds.
小鵬汽車副董事長(zhǎng)兼聯(lián)席總裁顧宏地（Brian Gu）告訴 BBC：“中國(guó)政府正在做與歐洲和美國(guó)相同的事情——提供政策支持、消費(fèi)者激勵(lì)計(jì)劃和基礎(chǔ)設(shè)施?！?br /> “但我認(rèn)為中國(guó)一直在持續(xù)地這樣做，而且確實(shí)營(yíng)造了最具競(jìng)爭(zhēng)力的市場(chǎng)環(huán)境。中國(guó)沒有偏袒任何一方，”他補(bǔ)充道。
EVs are everywhere in today's Guangzhou, identifiable by their green number plates
XPeng is one of the "Chinese champions", as Mr Gu puts it, driving the industry forward. Barely a decade old and yet to turn a profit, the start-up is already in the world's top 10 EV producers.
The company has attracted some of China's top young graduates to its headquarters in Guangzhou, where casually dressed staff sip flat whites and internet streamers sell cars live in the showroom.
A brightly coloured slide taking employees from the top to the ground floor would seem more at home in Silicon Valley than China's industrial heartland.
在如今的廣州，電動(dòng)汽車隨處可見，可以清楚地通過綠色車牌區(qū)分.
正如顧先生所說，小鵬汽車是推動(dòng)行業(yè)發(fā)展的“中國(guó)冠軍”之一。這家成立不到十年、尚未盈利的初創(chuàng)企業(yè)，已躋身全球十大電動(dòng)汽車生產(chǎn)商之列。
該公司吸引了一些中國(guó)頂尖的年輕畢業(yè)生來到其位于廣州的總部，在那里的員工們穿著休閑裝喝著咖啡，同時(shí)網(wǎng)絡(luò)主播在展廳里直播賣車。
一條色彩鮮艷的滑梯將員工們從頂樓送到一層，這看起來更像是硅谷，而不是中國(guó)的工業(yè)中心。
Despite the relaxed atmosphere, Mr Gu says the pressure to offer consumers better cars at lower prices is "immense".
The BBC was invited on a test drive of XPeng's Mona Max, which has just gone on sale in China for around $20,000.
For this price you get self-driving capability, voice activation, lie-flat beds, film and music streaming. Young Chinese graduates, we're told, see all these as standard features for a first car purchase.
"The new generation of EV makers... look at cars as a different animal," says David Li, the co-founder and chief executive of Hesai, which makes the Lidar sensing technology used in many self-driving cars.
'An EV makes sense for me'
盡管氛圍輕松，但顧先生表示，向消費(fèi)者提供價(jià)格更低、品質(zhì)更好的汽車的壓力“巨大”。
BBC 的記者受邀試駕了小鵬汽車的 Mona Max，該車剛剛在中國(guó)上市，售價(jià)約為 2 萬美元。
這么低的價(jià)格，你就可以享受到自動(dòng)駕駛、語音控制、平躺座椅、電影和音樂流媒體等服務(wù)。據(jù)說年輕的中國(guó)畢業(yè)生把這些都視為人生第一輛車的標(biāo)配。
“新一代電動(dòng)汽車制造商……將汽車視為一種不同的動(dòng)物，”禾賽科技聯(lián)合創(chuàng)始人兼首席執(zhí)行官??李一帆說道，禾賽科技主要從事生產(chǎn)用于自動(dòng)駕駛汽車的激光雷達(dá)。
“電動(dòng)汽車對(duì)我來說很有意義”
Young Chinese consumers are certainly attracted to top-of-the-range technology, but a huge amount of government spending goes towards making EVs financially attractive, according to the CSIS study.
Members of the public receive subsidies for trading in their non-electric car for an EV as well as tax exemptions and subsidised rates at public charging stations.
These perks drove Mr Lu to go electric two years ago. He used to pay 200 yuan ($27.84; ￡20.72) to fill up his car for 400km (248 miles) of driving. It now costs him a quarter of that.
美國(guó)智庫戰(zhàn)略與國(guó)際研究中心的研究顯示，中國(guó)的年輕消費(fèi)者無疑對(duì)高新前沿技術(shù)很感興趣，但同時(shí)政府也投入了大量資金補(bǔ)貼來提高電動(dòng)汽車的性價(jià)比吸引力。
消費(fèi)者們將非電動(dòng)汽車換成電動(dòng)汽車可獲得補(bǔ)貼，還可享受免稅和公共充電站的優(yōu)惠。
這些優(yōu)勢(shì)促使陸先生兩年前開始使用電動(dòng)汽車。過去，他每行駛400公里（248英里），加滿油要花200元（27.84美元；20.72英鎊）?，F(xiàn)在，他只需要花費(fèi)原來的四分之一。
Lu Yunfeng is one of millions of EV owners in China
People in China also normally pay thousands for their vehicle registration plate - sometimes more than the cost of the car itself - as part of government efforts to limit congestion and pollution. Mr Lu now gets his green one for free.
"The rich drive petrol cars because they have unlimited resources," Mr Lu says. "An EV just makes sense for me."
Another proud EV owner in Shanghai, who wanted to use her English name Daisy, says that rather than charge her vehicle at a station, she changes her car's battery at one of the city's many automated swapping stations provided by EV maker Nio.
In under three minutes, machines replace her flat battery with a fully charged one. It's state of the art technology for less than the price of a tank of fuel.
陸先生是中國(guó)數(shù)百萬電動(dòng)汽車車主的縮影
為了緩解交通擁堵和污染，中國(guó)普通民眾一般要花費(fèi)數(shù)千美元購買車輛牌照，有時(shí)甚至比汽車本身的價(jià)格還要高。而陸先生現(xiàn)在卻可以免費(fèi)領(lǐng)取綠色牌照了。
“有錢人開油車，因?yàn)樗麄冇杏貌煌甑馁Y源，”陸先生說，“但電動(dòng)汽車就對(duì)我來說很合適了?！?br /> 另一位來自上海的自豪的電動(dòng)汽車車主想用她的英文名 Daisy 來代替她，她說她不是在充電站給她的汽車充電，而是在蔚來汽車的一個(gè)自動(dòng)換電站中更換汽車電池。
不到三分鐘，換電站就能把她沒電的電池?fù)Q成充滿電的。這是最先進(jìn)的技術(shù)，成本卻比一箱油還低。
The road ahead
The government subsidies at the heart of China's EV growth are seen as unfair by countries looking to protect their car industries.
The US, Canada and the European unx have all imposed substantial import taxes on Chinese EVs.
However, the UK says it's not planning to follow suit - making it an attractive market for firms like XPeng, which started delivering its G6 model to British consumers in March, and BYD, which launched its Dolphin Surf model this month in the UK, and is available for as little as $26,100.
This should be music to the ears of Western governments that enthusiastically back the transition to EVs, which the United Nations calls "pivotal" to avert climate disaster.
未來之路
那些希望保護(hù)本國(guó)汽車產(chǎn)業(yè)的國(guó)家認(rèn)為，作為中國(guó)電動(dòng)汽車增長(zhǎng)核心的財(cái)政補(bǔ)貼是不公平的。
美國(guó)、加拿大和歐盟都對(duì)中國(guó)電動(dòng)汽車征收了高額進(jìn)口稅。
然而，英國(guó)表示不打算效仿，這使得英國(guó)市場(chǎng)對(duì)小鵬汽車和比亞迪等公司來說都極具吸引力。小鵬汽車于 3 月份開始向英國(guó)消費(fèi)者交付其 G6 車型，而比亞迪本月則在英國(guó)推出了海豚Surf 車型，售價(jià)僅為 26,100 美元。
這對(duì)西方政府來說本應(yīng)該是個(gè)好消息，他們熱情支持向電動(dòng)汽車轉(zhuǎn)型，因?yàn)槁?lián)合國(guó)稱電動(dòng)汽車是避免氣候?yàn)?zāi)難的“關(guān)鍵”。
A combination of long-term planning and government funding has allowed China to dominate EV supply chains
Several Western countries, including the UK, say they will ban the sale of petrol and diesel cars by 2030. No country is better placed to help make this a reality than China.
"The Chinese are thinking about a future where they manufacture just about every single car for the world. They're looking around saying, 'Can anybody do it better than us?'" says Mr Dunne.
"Leaders in Detroit, Nagoya, Germany, UK, everywhere around the world, are shaking their heads. It's a new era, and the Chinese are feeling very confident about their prospects right now."
長(zhǎng)遠(yuǎn)規(guī)劃和政府補(bǔ)貼的結(jié)合使中國(guó)能夠主導(dǎo)電動(dòng)汽車供應(yīng)鏈
包括英國(guó)在內(nèi)的幾個(gè)西方國(guó)家共同表示，他們將在2030年前禁止銷售汽油和柴油汽車。沒有哪個(gè)國(guó)家比中國(guó)更有能力來幫助實(shí)現(xiàn)這一目標(biāo)。
“中國(guó)人正打算未來讓全世界幾乎每一輛汽車都由他們生產(chǎn)。他們拔劍四顧：‘還有誰能比我們做得更好？’”鄧恩先生說。
“底特律、名古屋、德國(guó)、英國(guó)以及世界各地的領(lǐng)導(dǎo)人都搖頭嘆息。這是一個(gè)嶄新的時(shí)代，中國(guó)人現(xiàn)在對(duì)自己的前景充滿信心?！?br />
Despite the environmental benefits, there is still suspicion about what relying on Chinese technology could bring.
Britain's former head of MI6, Sir Richard Dearlove, recently called Chinese EVs "computers on wheels" that can be "controlled from Beijing".
His claim that Chinese EVs could one day immobilise British cities was dismissed by BYD's executive vice-president Stella Li in a recent BBC interview.
"Anyone can claim anything if they lose the game. But so what?" she said.
"BYD pays for a very high standard of data security. We use local carriers for all our data. In fact we do it 10 times better than our competition."
盡管對(duì)環(huán)境有益，但人們?nèi)匀粦岩蛇^度依賴中國(guó)技術(shù)可能會(huì)帶來什么問題。
英國(guó)前軍情六處負(fù)責(zé)人理查德·迪爾洛夫爵士最近將中國(guó)電動(dòng)汽車稱為“帶輪子的計(jì)算機(jī)”，并且可以“被BJ控制”。
他聲稱中國(guó)電動(dòng)汽車有朝一日可能會(huì)讓英國(guó)城市陷入癱瘓，但在最近接受 BBC 采訪時(shí)，比亞迪執(zhí)行副總裁李柯?? (Stella Li) 駁斥了這一說法。
“輸了游戲的人什么話都說得出，但這重要嗎？”她說。
??“比亞迪在數(shù)據(jù)安全上執(zhí)行最高標(biāo)準(zhǔn)，并為此投入重金。我們?nèi)娌捎帽镜剡\(yùn)營(yíng)商來存儲(chǔ)所有數(shù)據(jù)。事實(shí)上，我們的安全性比同行好10倍?！?br />
Nevertheless Sir Richard's concerns echo previous national security debates surrounding Chinese technology.
This includes telecoms infrastructure maker Huawei, whose equipment was banned in several Western countries, as well as the social media app TikTok, which is prohibited on UK government devices.
But for Sun Jingguo in Guangzhou, the message is simple.
"I think the world should thank China for bringing this technology to the world," he laughs. "I do."
然而，理查德爵士的擔(dān)憂與之前圍繞中國(guó)技術(shù)的國(guó)家安全辯論如出一轍。
其中包括電信基礎(chǔ)設(shè)施制造商華為，其設(shè)備在幾個(gè)西方國(guó)家被禁，以及社交媒體應(yīng)用程序 TikTok，該應(yīng)用程序在英國(guó)政府設(shè)備上是被禁止的。
但對(duì)于廣州的孫敬國(guó)來說，事情很簡(jiǎn)單。
“我覺得世界應(yīng)該感謝中國(guó)把這項(xiàng)技術(shù)帶給世界，”他笑著說，“我確實(shí)是這么認(rèn)為的?！?br />
中國(guó)是如何讓電動(dòng)汽車成為主流的
Almost half of all cars sold in China last year were electric
"I drive an electric vehicle because I am poor," says Lu Yunfeng, a private hire driver, who is at a charging station on the outskirts of Guangzhou in the south of China.
Standing nearby, Sun Jingguo agrees. "The cost of driving a petrol car is too expensive. I save money driving an electric vehicle," he says.
"Also, it protects the environment," he adds, leaning against his white Beijing U7 model.
It's the kind of conversation climate campaigners dream of hearing. In many countries, electric vehicles (EVs) are considered luxury purchases.
But here in China - where almost half of all cars sold last year were electric - it's a banal reality.
去年在中國(guó)銷售的汽車中幾乎一半是電動(dòng)汽車
“我開電車是因?yàn)槲腋F，”在中國(guó)廣州郊區(qū)的一個(gè)充電站，出租車司機(jī)盧云峰說。
站在一旁的孫敬國(guó)也同意他的觀點(diǎn)?！伴_油車成本太高了。開電車更省錢。”他說。
“而且，它更環(huán)保，”他靠在他的白色北京 U7 車旁補(bǔ)充道。
這是氣候活動(dòng)家們夢(mèng)寐以求想聽到的對(duì)話。在很多國(guó)家，電動(dòng)汽車被視為奢侈品。
但在中國(guó), 去年銷售的所有汽車中幾乎一半是電動(dòng)汽車, 這是一個(gè)習(xí)以為常的事情了。
At the beginning of the century, China's leadership laid out plans to dominate the technologies of the future. Once a nation of bicycles China is now the world's leader in EVs.
For Guangzhou's more than 18 million people, the roar of the rush hour has become a hum.
"When it comes to EVs, China is 10 years ahead and 10 times better than any other country," says auto sector analyst Michael Dunne.
Chinese EV makers are looking to sell more cars overseas
在本世紀(jì)初，中國(guó)的領(lǐng)導(dǎo)人們制定了主導(dǎo)未來科技發(fā)展的計(jì)劃。中國(guó)曾經(jīng)是一個(gè)自行車大國(guó)，但如今已成為世界電動(dòng)汽車領(lǐng)域的領(lǐng)導(dǎo)者。
對(duì)于廣州1800多萬居民來說，上下班高峰時(shí)段的大聲噪音已經(jīng)變成了一種小嗡嗡聲。
“就電動(dòng)汽車而言，中國(guó)領(lǐng)先其他國(guó)家 10 年，并且比其他任何國(guó)家都要好 10 倍?！? 汽車行業(yè)分析師邁克爾·鄧恩說道.
中國(guó)電動(dòng)汽車制造商希望在海外銷售更多汽車
China's BYD now leads the global EV market, after overtaking US rival Tesla earlier this year.
BYD's sales have been helped by a vast domestic market of more than 1.4 billion people and it is now looking to sell more cars overseas. So too are a raft of other Chinese start-ups that make affordable EVs for the mass market.
So how did China build this lead, and can it be caught?
在今年年初的時(shí)候，中國(guó)的比亞迪超越了美國(guó)的競(jìng)爭(zhēng)對(duì)手特斯拉，成為目前在全球電動(dòng)汽車市場(chǎng)中的領(lǐng)導(dǎo)者。
比亞迪的銷量得益于其擁有超過14億人口的龐大國(guó)內(nèi)市場(chǎng)，目前該公司也正尋求擴(kuò)大海外銷量。其他那些面向大眾市場(chǎng)價(jià)格實(shí)惠的電動(dòng)汽車初創(chuàng)企業(yè)也同樣如此。
那么中國(guó)是如何取得領(lǐng)先優(yōu)勢(shì)的？中國(guó)又能否被其他人趕上？
The master plan
In tracing the origins of China's EV dominance, analysts often credit Wan Gang - a German-trained engineer who became China's minister of trade and science in 2007.
"He looked around and said, 'Good news: we are now the largest car market in the world. Bad news: on the streets of Beijing, Shanghai, Guangzhou all I see is foreign brands'," says Mr Dunne.
At the time, Chinese brands simply couldn't compete with the European, American and Japanese car makers for quality and prestige. These companies had an unassailable head start when it came to producing petrol or diesel-powered cars.
But China did have ample resources, a skilled labour force and an ecosystem of suppliers in the motor industry. So Mr Wan decided to "change the game and flip the scxt by moving to electrics", according to Mr Dunne.
This was the master plan.
答案是總體規(guī)劃
在追溯中國(guó)電動(dòng)汽車主導(dǎo)地位的起源時(shí)，分析人士常常將功勞歸功于 萬鋼——一位在德國(guó)接受過培訓(xùn)的工程師，于 2007 年成為中國(guó)科學(xué)技術(shù)部部長(zhǎng)。
“他(萬鋼)環(huán)顧四周說，‘好消息是我們現(xiàn)在是世界上最大的汽車市場(chǎng)。但壞消息是在北京、上海、廣州的馬路上，我看到的都是外國(guó)車?！编嚩飨壬f。
在當(dāng)時(shí)，中國(guó)汽車品牌在質(zhì)量和聲譽(yù)方面根本比不過歐美日。這些公司在汽油車或柴油車方面擁有無可爭(zhēng)議的領(lǐng)先優(yōu)勢(shì)。
但中國(guó)確實(shí)擁有充足的資源、技能熟練的勞動(dòng)力以及汽車行業(yè)的供應(yīng)鏈環(huán)境。因此，據(jù)鄧恩先生所說，萬鋼部長(zhǎng)決定“通過轉(zhuǎn)向發(fā)展電動(dòng)汽車來改變游戲規(guī)則，實(shí)現(xiàn)彎道超車”。
這就是總體規(guī)劃。
Even though the Chinese government had included EVs in its five-year economic blueprint as early as 2001, it wasn't until the 2010s that it started to provide vast amounts of subsidies to grow the industry.
China, unlike Western democracies, has the capacity to mobilise huge swathes of its economy over many years towards its aims.
The country's mammoth infrastructure projects and dominance in manufacturing are a testament to this.
A US think tank, the Center for Strategic and International Studies (CSIS), estimates that from 2009 to the end of 2023, Beijing spent around $231bn (￡172bn) developing the EV industry.
盡管中國(guó)政府早在 2001 年就將發(fā)展電動(dòng)汽車納入了五年規(guī)劃，但直到 2010 年代才開始提供大量政府補(bǔ)貼來發(fā)展該行業(yè)。
與西方民主國(guó)家不同，中國(guó)有集中力量辦大事的能力。
中國(guó)龐大的基礎(chǔ)設(shè)施建設(shè)和強(qiáng)大的制造業(yè)證明了這一點(diǎn)。
美國(guó)智庫戰(zhàn)略與國(guó)際研究中心（CSIS）估計(jì)，從 2009 年到 2023 年底，中國(guó)政府花費(fèi)了大約 2310 億美元（1720 億英鎊）用于發(fā)展電動(dòng)汽車產(chǎn)業(yè)。
From consumers and carmakers to electricity providers and battery suppliers, everyone in China is entitled to money and assistance when it comes to EVs.
It encouraged BYD, for example, to switch from making smartphone batteries to focusing on producing EVs.
Ningde-based CATL - which supplies firms such as Tesla, Volkswagen and Ford - was founded in 2011 and now produces a third of all the batteries used for EVs worldwide.
This combination of long-term planning and government funding also allowed China to dominate critical supply chains in battery production.
It has helped build the world's largest public charging network with stations concentrated in big cities, which put drivers just minutes away from the nearest charger.
從消費(fèi)者和汽車制造商到電力供應(yīng)商和電池供應(yīng)商，在中國(guó)的每個(gè)電動(dòng)汽車行業(yè)參與者都可以申請(qǐng)資金和補(bǔ)貼。
舉個(gè)例子，比亞迪就是受這個(gè)政策激勵(lì), 從生產(chǎn)智能手機(jī)電池轉(zhuǎn)向?qū)ｉT生產(chǎn)電動(dòng)汽車。
總部位于福建寧德的寧德時(shí)代成立于 2011 年，為特斯拉、大眾和福特等公司供應(yīng)電池，目前生產(chǎn)的電池占全球電動(dòng)汽車電池總量的三分之一。
長(zhǎng)遠(yuǎn)規(guī)劃和政府補(bǔ)貼的組合拳也使得中國(guó)在電池生產(chǎn)的關(guān)鍵供應(yīng)鏈中占據(jù)主導(dǎo)地位。
這個(gè)政策幫助建立了世界上最大的公共充電網(wǎng)絡(luò)，在大城市中集中建設(shè)了大量充電站，司機(jī)們只需幾分鐘即可到達(dá)最近的充電站。
China has the world's biggest EV charging network
"If you want to manufacture a battery to put into an electric car today, all roads go through China," says Mr Dunne.
Some refer to this as "state capitalism". Western countries call it unfair business practice.
Chinese EV executives insist all companies, domestic or foreign, have access to the same resources.
As a result, they argue, China now has a thriving EV start-up sector, driven by fierce competition and a culture of innovation.
中國(guó)擁有世界上最大的電動(dòng)汽車充電網(wǎng)絡(luò)
鄧恩先生表示：“如今如果你想制造用于電動(dòng)汽車的電池，所有環(huán)節(jié)都繞不開中國(guó)?！?br /> 有人將此稱為“國(guó)家資本主義”。西方國(guó)家稱之為不公平的商業(yè)行為。
但中國(guó)電動(dòng)汽車行業(yè)的高管堅(jiān)稱，所有企業(yè)，無論是國(guó)內(nèi)企業(yè)還是外國(guó)企業(yè)，都可以接觸到相同的資源。
所以他們認(rèn)為，中國(guó)目前蓬勃發(fā)展的電動(dòng)汽車領(lǐng)域, 主要是由于激烈的競(jìng)爭(zhēng)和創(chuàng)新文化的推動(dòng)。
"The Chinese government is doing the same thing you see in Europe and in the US - providing policy support, consumer encouragement and infrastructure," Brian Gu, president of EV maker XPeng, tells the BBC.
"But I think China has done it consistently and in a way that really fosters the most competitive landscape that there is. There's no favouritism to anybody," he adds.
小鵬汽車副董事長(zhǎng)兼聯(lián)席總裁顧宏地（Brian Gu）告訴 BBC：“中國(guó)政府正在做與歐洲和美國(guó)相同的事情——提供政策支持、消費(fèi)者激勵(lì)計(jì)劃和基礎(chǔ)設(shè)施?！?br /> “但我認(rèn)為中國(guó)一直在持續(xù)地這樣做，而且確實(shí)營(yíng)造了最具競(jìng)爭(zhēng)力的市場(chǎng)環(huán)境。中國(guó)沒有偏袒任何一方，”他補(bǔ)充道。
EVs are everywhere in today's Guangzhou, identifiable by their green number plates
XPeng is one of the "Chinese champions", as Mr Gu puts it, driving the industry forward. Barely a decade old and yet to turn a profit, the start-up is already in the world's top 10 EV producers.
The company has attracted some of China's top young graduates to its headquarters in Guangzhou, where casually dressed staff sip flat whites and internet streamers sell cars live in the showroom.
A brightly coloured slide taking employees from the top to the ground floor would seem more at home in Silicon Valley than China's industrial heartland.
在如今的廣州，電動(dòng)汽車隨處可見，可以清楚地通過綠色車牌區(qū)分.
正如顧先生所說，小鵬汽車是推動(dòng)行業(yè)發(fā)展的“中國(guó)冠軍”之一。這家成立不到十年、尚未盈利的初創(chuàng)企業(yè)，已躋身全球十大電動(dòng)汽車生產(chǎn)商之列。
該公司吸引了一些中國(guó)頂尖的年輕畢業(yè)生來到其位于廣州的總部，在那里的員工們穿著休閑裝喝著咖啡，同時(shí)網(wǎng)絡(luò)主播在展廳里直播賣車。
一條色彩鮮艷的滑梯將員工們從頂樓送到一層，這看起來更像是硅谷，而不是中國(guó)的工業(yè)中心。
Despite the relaxed atmosphere, Mr Gu says the pressure to offer consumers better cars at lower prices is "immense".
The BBC was invited on a test drive of XPeng's Mona Max, which has just gone on sale in China for around $20,000.
For this price you get self-driving capability, voice activation, lie-flat beds, film and music streaming. Young Chinese graduates, we're told, see all these as standard features for a first car purchase.
"The new generation of EV makers... look at cars as a different animal," says David Li, the co-founder and chief executive of Hesai, which makes the Lidar sensing technology used in many self-driving cars.
'An EV makes sense for me'
盡管氛圍輕松，但顧先生表示，向消費(fèi)者提供價(jià)格更低、品質(zhì)更好的汽車的壓力“巨大”。
BBC 的記者受邀試駕了小鵬汽車的 Mona Max，該車剛剛在中國(guó)上市，售價(jià)約為 2 萬美元。
這么低的價(jià)格，你就可以享受到自動(dòng)駕駛、語音控制、平躺座椅、電影和音樂流媒體等服務(wù)。據(jù)說年輕的中國(guó)畢業(yè)生把這些都視為人生第一輛車的標(biāo)配。
“新一代電動(dòng)汽車制造商……將汽車視為一種不同的動(dòng)物，”禾賽科技聯(lián)合創(chuàng)始人兼首席執(zhí)行官??李一帆說道，禾賽科技主要從事生產(chǎn)用于自動(dòng)駕駛汽車的激光雷達(dá)。
“電動(dòng)汽車對(duì)我來說很有意義”
Young Chinese consumers are certainly attracted to top-of-the-range technology, but a huge amount of government spending goes towards making EVs financially attractive, according to the CSIS study.
Members of the public receive subsidies for trading in their non-electric car for an EV as well as tax exemptions and subsidised rates at public charging stations.
These perks drove Mr Lu to go electric two years ago. He used to pay 200 yuan ($27.84; ￡20.72) to fill up his car for 400km (248 miles) of driving. It now costs him a quarter of that.
美國(guó)智庫戰(zhàn)略與國(guó)際研究中心的研究顯示，中國(guó)的年輕消費(fèi)者無疑對(duì)高新前沿技術(shù)很感興趣，但同時(shí)政府也投入了大量資金補(bǔ)貼來提高電動(dòng)汽車的性價(jià)比吸引力。
消費(fèi)者們將非電動(dòng)汽車換成電動(dòng)汽車可獲得補(bǔ)貼，還可享受免稅和公共充電站的優(yōu)惠。
這些優(yōu)勢(shì)促使陸先生兩年前開始使用電動(dòng)汽車。過去，他每行駛400公里（248英里），加滿油要花200元（27.84美元；20.72英鎊）?，F(xiàn)在，他只需要花費(fèi)原來的四分之一。
Lu Yunfeng is one of millions of EV owners in China
People in China also normally pay thousands for their vehicle registration plate - sometimes more than the cost of the car itself - as part of government efforts to limit congestion and pollution. Mr Lu now gets his green one for free.
"The rich drive petrol cars because they have unlimited resources," Mr Lu says. "An EV just makes sense for me."
Another proud EV owner in Shanghai, who wanted to use her English name Daisy, says that rather than charge her vehicle at a station, she changes her car's battery at one of the city's many automated swapping stations provided by EV maker Nio.
In under three minutes, machines replace her flat battery with a fully charged one. It's state of the art technology for less than the price of a tank of fuel.
陸先生是中國(guó)數(shù)百萬電動(dòng)汽車車主的縮影
為了緩解交通擁堵和污染，中國(guó)普通民眾一般要花費(fèi)數(shù)千美元購買車輛牌照，有時(shí)甚至比汽車本身的價(jià)格還要高。而陸先生現(xiàn)在卻可以免費(fèi)領(lǐng)取綠色牌照了。
“有錢人開油車，因?yàn)樗麄冇杏貌煌甑馁Y源，”陸先生說，“但電動(dòng)汽車就對(duì)我來說很合適了?！?br /> 另一位來自上海的自豪的電動(dòng)汽車車主想用她的英文名 Daisy 來代替她，她說她不是在充電站給她的汽車充電，而是在蔚來汽車的一個(gè)自動(dòng)換電站中更換汽車電池。
不到三分鐘，換電站就能把她沒電的電池?fù)Q成充滿電的。這是最先進(jìn)的技術(shù)，成本卻比一箱油還低。
The road ahead
The government subsidies at the heart of China's EV growth are seen as unfair by countries looking to protect their car industries.
The US, Canada and the European unx have all imposed substantial import taxes on Chinese EVs.
However, the UK says it's not planning to follow suit - making it an attractive market for firms like XPeng, which started delivering its G6 model to British consumers in March, and BYD, which launched its Dolphin Surf model this month in the UK, and is available for as little as $26,100.
This should be music to the ears of Western governments that enthusiastically back the transition to EVs, which the United Nations calls "pivotal" to avert climate disaster.
未來之路
那些希望保護(hù)本國(guó)汽車產(chǎn)業(yè)的國(guó)家認(rèn)為，作為中國(guó)電動(dòng)汽車增長(zhǎng)核心的財(cái)政補(bǔ)貼是不公平的。
美國(guó)、加拿大和歐盟都對(duì)中國(guó)電動(dòng)汽車征收了高額進(jìn)口稅。
然而，英國(guó)表示不打算效仿，這使得英國(guó)市場(chǎng)對(duì)小鵬汽車和比亞迪等公司來說都極具吸引力。小鵬汽車于 3 月份開始向英國(guó)消費(fèi)者交付其 G6 車型，而比亞迪本月則在英國(guó)推出了海豚Surf 車型，售價(jià)僅為 26,100 美元。
這對(duì)西方政府來說本應(yīng)該是個(gè)好消息，他們熱情支持向電動(dòng)汽車轉(zhuǎn)型，因?yàn)槁?lián)合國(guó)稱電動(dòng)汽車是避免氣候?yàn)?zāi)難的“關(guān)鍵”。
A combination of long-term planning and government funding has allowed China to dominate EV supply chains
Several Western countries, including the UK, say they will ban the sale of petrol and diesel cars by 2030. No country is better placed to help make this a reality than China.
"The Chinese are thinking about a future where they manufacture just about every single car for the world. They're looking around saying, 'Can anybody do it better than us?'" says Mr Dunne.
"Leaders in Detroit, Nagoya, Germany, UK, everywhere around the world, are shaking their heads. It's a new era, and the Chinese are feeling very confident about their prospects right now."
長(zhǎng)遠(yuǎn)規(guī)劃和政府補(bǔ)貼的結(jié)合使中國(guó)能夠主導(dǎo)電動(dòng)汽車供應(yīng)鏈
包括英國(guó)在內(nèi)的幾個(gè)西方國(guó)家共同表示，他們將在2030年前禁止銷售汽油和柴油汽車。沒有哪個(gè)國(guó)家比中國(guó)更有能力來幫助實(shí)現(xiàn)這一目標(biāo)。
“中國(guó)人正打算未來讓全世界幾乎每一輛汽車都由他們生產(chǎn)。他們拔劍四顧：‘還有誰能比我們做得更好？’”鄧恩先生說。
“底特律、名古屋、德國(guó)、英國(guó)以及世界各地的領(lǐng)導(dǎo)人都搖頭嘆息。這是一個(gè)嶄新的時(shí)代，中國(guó)人現(xiàn)在對(duì)自己的前景充滿信心?！?br />
Despite the environmental benefits, there is still suspicion about what relying on Chinese technology could bring.
Britain's former head of MI6, Sir Richard Dearlove, recently called Chinese EVs "computers on wheels" that can be "controlled from Beijing".
His claim that Chinese EVs could one day immobilise British cities was dismissed by BYD's executive vice-president Stella Li in a recent BBC interview.
"Anyone can claim anything if they lose the game. But so what?" she said.
"BYD pays for a very high standard of data security. We use local carriers for all our data. In fact we do it 10 times better than our competition."
盡管對(duì)環(huán)境有益，但人們?nèi)匀粦岩蛇^度依賴中國(guó)技術(shù)可能會(huì)帶來什么問題。
英國(guó)前軍情六處負(fù)責(zé)人理查德·迪爾洛夫爵士最近將中國(guó)電動(dòng)汽車稱為“帶輪子的計(jì)算機(jī)”，并且可以“被BJ控制”。
他聲稱中國(guó)電動(dòng)汽車有朝一日可能會(huì)讓英國(guó)城市陷入癱瘓，但在最近接受 BBC 采訪時(shí)，比亞迪執(zhí)行副總裁李柯?? (Stella Li) 駁斥了這一說法。
“輸了游戲的人什么話都說得出，但這重要嗎？”她說。
??“比亞迪在數(shù)據(jù)安全上執(zhí)行最高標(biāo)準(zhǔn)，并為此投入重金。我們?nèi)娌捎帽镜剡\(yùn)營(yíng)商來存儲(chǔ)所有數(shù)據(jù)。事實(shí)上，我們的安全性比同行好10倍?！?br />
Nevertheless Sir Richard's concerns echo previous national security debates surrounding Chinese technology.
This includes telecoms infrastructure maker Huawei, whose equipment was banned in several Western countries, as well as the social media app TikTok, which is prohibited on UK government devices.
But for Sun Jingguo in Guangzhou, the message is simple.
"I think the world should thank China for bringing this technology to the world," he laughs. "I do."
然而，理查德爵士的擔(dān)憂與之前圍繞中國(guó)技術(shù)的國(guó)家安全辯論如出一轍。
其中包括電信基礎(chǔ)設(shè)施制造商華為，其設(shè)備在幾個(gè)西方國(guó)家被禁，以及社交媒體應(yīng)用程序 TikTok，該應(yīng)用程序在英國(guó)政府設(shè)備上是被禁止的。
但對(duì)于廣州的孫敬國(guó)來說，事情很簡(jiǎn)單。
“我覺得世界應(yīng)該感謝中國(guó)把這項(xiàng)技術(shù)帶給世界，”他笑著說，“我確實(shí)是這么認(rèn)為的?！?br />
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