New zhongqing-chongqing daily news, journalist, white light
A major policy related to all new energy owners has recently officially landed nationwide。
Six ministries, namely, the ministry of industry and communications, and the national commission for development and rehabilitation, jointly issued the interim measures for the recovery and integrated use of used power batteries in new energy vehicles. The most critical element is full access to third-party maintenance rights for new energy vehicles。
In the past, batteries, electric appliances, electrical controls, third-party repair plants did not have diagnostic and maintenance powers, data, manuals were also controlled by the car, and the car had problems with repair, often “in exchange for replacement”, and maintenance costs were not negligible。
Today, national policy supports everyone — as long as they go to a formal repair plant to repair the car, no matter how it is repaired outside, the three-power (cells, electrics, electrical controls) quality assurance of the original plant remains valid and the car cannot depend on credit。
So, when will this new rule really be implemented? How does the owner of the car and the repair plant catch the dividend
Why do you have to
This time the six ministries joined forces, not because it was so simple to receive complaints from several car owners, but because the original after-sales pattern was a bit of a “hole”。
You may have experienced or heard a lot of this: the battery bag actually broke a small temperature sensor, or there was a wire break, and if it was fixed outside, it could be done for hundreds of dollars, up to thousands of dollars. But at the authorized shop, they say, "to be safe, we can't unpack, we can change everything!"
Dude, a few hundred bucks could've solved a little problem, turned into thousands or even tens of thousands of bills. Some old cars are not worth enough to replace a new battery. In some extreme cases, the owner directly chose not to repair the car and ended up dead。
A friend would ask if i'd just go outside and fix it. That's the problem
Now the tram is like a big computer, and not only does it have to screw it up, but it also has to have the software code of the plant. The data from these battery management systems, the unlocking codes for high voltage electricity, were used as a treasure to cover their tracks。
Even if it cost a great deal of money to buy demolition equipment, it understood what was broken, but because there was no “code decoder” at the plant, the computer was fixed and the car was locked. Since only designated shops can be repaired, pricing rights are also in the hands of the company and the designated store, and the owner has no bargaining space, which objectively leads to high repair costs。
So, insurance companies must have been unhappy, with the result that new energy vehicle insurance costs more than a year, or even twice, and the next year they were directly denied coverage。
It's the same thing with the used car market. When the car dealer picks up, he can't see what's going on with the battery. It's the only way to press prices。
The result is a dead cycle: the repair plant is not fixed, the driver is afraid to take it, the insurance company is afraid to take it, and the owner loses。
The new rule is to break this dead cycle。
There are several ways to do it
The policy is a good one, but there must be a lot of treachery and pitfalls in it。
First of all, can a repair plant outside catch the “reward” of the policy
You know, breaking the monopoly is conditional on having someone who can work. It's only a few hundred volts of high volts when the electric cars don't move. Without professional training, electrostatics and insulation, it could be fatal。
As far as chongqing is concerned, the city traffic enforcement force has been conducting a rigorous investigation since last year, and it is a direct fine to catch a car repair shop that has no record and has no skills to change electric cars。
What does that mean? It means that a lot of cars outside are still in the "grass team." if we don't get the shop upgraded and the master tested, we won't even have a row number until the new rules are completely rolled out。
Moreover, although the new rule states that “outside repair does not affect quality assurance”, it is particularly detached。
The battery bag is a very sophisticated thing, and you've changed a little part outside, and if the battery goes through something else in a few months, the car company probably says, "this is what you've done outside, you've broken the seal, you've broken the plant."
If this happens, how do we ordinary people know these technical details? It is possible to be kicked as a leather ball between the repair plant and the car company, and to get a technical appraisal alone would be enough。
How do we break this? White thought that some hard-core means could be used。
For example, there's a "safe sandbox": cars always say open data is afraid of hacking. In fact, the landing policy could impose a separate “safe zone” (sandbox) in the car system, which would allow only the car mechanics the necessary permission to repair the car, in isolation from the core data of automatic driving and owner privacy. It both fixes cars and ensures safety。
In addition, car repair logs can be placed on a “block chain”. The new regulations refer to “digital identity cards” for batteries. We can store the data of each car repair, what parts we change, which masters do, on the unmovable block chain. Then there was a quality assurance dispute. We'll find out. No one can blame us。
Of course, the regulatory authorities must not be soft on those companies that still have data in their possession and refuse to open up their powers to the outside world。
How chongqing played "the second half"
What about chongqing's car company and the big 4s store
You know, once the new rules have been laid down, past maintenance patterns may be gone. Governments and industry associations have to help dealers figure out the way out, lead them to stop staring at the price differentials of hardware, and move quickly to sell “software” and to do a sophisticated carowner service throughout the life cycle。
In fact, breaking the monopoly is a huge cake for the whole industry. Chongqing could have taken the lead。
First of all, the dragons can be bigger. Instead of using the new rules as a “tight spell”, the local car companies have taken the initiative to create an “officially certified external repair association system” to sell them the technology and standards of the original plant. This would not throw away the market, but would shift the focus of profit to the sale of smart driving services, the upgrading of the ota, and make money together。
Second, the local repair plant quickly switched guns. Chongqing's auto-repair owners will not hesitate to find a quick investment, turn the shop into a standard workshop for static, high-pressure areas, and send their masters to the new energy maintenance certificates. Whoever formalizes first will be able to eat the bonus first。
Besides, get an "ai teacher" who can fix 100 cars. We've got a lot of schools and a lot of research. It is possible to develop an ai diagnostic model that can connect data on automobile brands. Whatever car comes in, ai will know what's broken. This technology can be sold abroad with our chongqing car, making foreign money。
And finally, an accreditation body that can sound like a hammer. Chongqing could establish a dedicated local three-wire identification centre for new energy vehicles in conjunction with national ministries. With its support, the insurance company will lose ground and the owner will not be afraid to push each other to the repair plant。
The new policy is indeed a challenge, but also a great opportunity. As long as we don't hold on to the past and embrace this new, open and transparent game, so that the owner of the car can make less money and keep the whole ecology alive, the chongqing new energy car will certainly get farther and more steady on the global market
When is the real landing? - chongqing daily
