On 1 april, the interim scheme for the recovery and integrated use of used power batteries in new energy vehicles, jointly issued by the ministry of industry and communications, will be implemented. The most critical change in this new regulation, most of which has yet to clarify the core impact of the policy, is the complete closure of the private distribution of power batteries to non-electric new energy vehicle owners。
The new rules, which focus on the “termination of vehicles” system, have three key elements to focus on:
First, when a non-replaced new energy vehicle is scrapped, it must be accompanied by an original power cell and handed over to a properly qualified scrap motor vehicle recovery and dismantling facility; vehicles missing from the power battery will be deemed to be missing in accordance with the relevant regulations and will not be scrapped, and the operation of the early dismantling of the battery for resale will not complete the compliance process。
Second, the current regulation does not apply to the baas model, which provides for the separation of motor vehicles, and the exclusive management of the related new pattern of electrical replacement is still in the process of being developed。
Third, the “digital identification card” system for the new synchronized ground power cell will generate a single unique code for each cell, associated with the production, loading, repair and replacement of vehicles, the end-of-life of vehicles, and the recycling of full life-cycle information, moving back and forth, with no room for operation in the private and irregular sale of batteries。
A number of new energy vehicles had previously been purchased by their owners with a background expectation that even if they had met the end-of-life standard for more than 10 years and had a limited residual value, they would still be paid back in the order of a trillion dollars for the resale of car-borne power cells. With this new rule, the bottom is expected to be completely lost。
Of even greater concern is the fact that power batteries will be tied to the vehicle from the date of purchase to the depth of the vehicle, and will not be broken down in violation of the law until the vehicle is scrapped. Previously, when the owner selected and used the vehicle, most of the attention was focused on the ability of the battery to continue and the rate of decay, and after the new regulations, the original configuration of the battery, its health, and the tracking of the entire life cycle not only directly affected the day-to-day experience, but also determined the residual value of the vehicle and whether the end-of-life link would successfully complete the compliance process。
All new energy drivers need to be reminded that there is no need for excessive panic, but attention must be paid to the full life cycle maintenance of batteries. Battery decay should no longer be seen as a minor loss of continuity, much less the random use of non-compliant charging equipment。
Some of the informal charge stakes on the market are characterized by volatile current output, excessive voltage fluctuations and insufficient heat dispersion capacity, which appear to have saved a small amount of charging costs, causing irreversible long-term damage to batteries and accelerating battery decay, leading not only to shrinking water and safety risks for routine vehicles but also to a direct lowering of the residual value of vehicles throughout their life cycle。
The new rule is that the power cells of non-power-replaced new energy vehicles will truly become “one car at a time, one car at a time”. What are your views on this new rule of “defunct cars”? Will battery health be considered a core consideration in the selection of second-hand non-electric new energy vehicles
