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By the end of last year, the number of new energy vehicles in China has reached 1.8 million, and some new energy vehicles that entered the market early have entered the stage of scrapping and recycling. According to the data, it is estimated that by 2020, China's total scrap of power batteries will reach 120000-170000 tons. The recovery market value of cobalt, nickel, manganese, lithium, iron, aluminum and other metals from waste lithium power batteries will exceed 5.3 billion yuan in 2018, 10 billion yuan in 2020 and 25 billion yuan in 2023. Under this premise, the problem of power battery scrapping and recycling also surfaced. At present, the power battery recycling process is full of chaos, and the appearance of these chaos is not only a single problem of scrap recycling, but also a problem of the entire industrial chain. Based on this, this newspaper has planned a series of reports on "power battery scrap and recycling test" to conduct in-depth investigation from multiple perspectives to understand the real status of power battery scrap and recycling field.

Previously, in order to ensure the recovery and utilization of the power battery, the CMC Vehicle Technical Service Center issued the Notice on the Opening of the Automotive Power Battery Code Filing System, hoping to trace the source through the "Automotive Power Battery Code Filing System". The Ministry of Industry and Information Technology, the Ministry of Science and Technology, the Ministry of Environmental Protection and other seven departments jointly issued the "Interim Measures for the Administration of the Recycling and Utilization of the Power Battery of New Energy Vehicles" (hereinafter referred to as the "Interim Measures") on February 26, which also emphasized the addition of identifiable codes to batteries as a part of recycling to form a closed-loop management. However, while this system is recognized by the industry, many people believe that it is difficult to achieve the ideal state in the implementation process.

During the two sessions of the National People's Congress this year, Zhang Tianren, the representative of the National People's Congress and chairman of Tianneng Group, pointed out that the code scanning system to be implemented will not be able to scan the code once the battery is deformed or the code is arbitrarily altered. At the same time, if the code scanning method is used in the whole process of sales, collection, transfer and disposal, it will consume a lot of manpower and material resources. In response, Zhang Tianren made a calculation. For example, a recycling enterprise with a disposal capacity of 300000 tons produced in 10 months a year and disposed of 1000 tons of batteries for electric vehicles every day, that is, about 220000 batteries per day, while the code scanner can only scan 3500 yards per person per day, requiring more than 80 people. Therefore, this code scanning method is not operable.

Coding is not a master key

Can the implementation of the coding system really make closed-loop management take shape, and then effectively recover the power battery? In response, Zhang Ying, the secretary-general of the Scrap Vehicle Branch of the China Renewable Resources Recycling Association, said: "There are many reasons for the loss of power batteries. The coding system can be controlled from the source. Through the traceability, we can build a full-life cycle traceability management system with traceable sources, traceable directions and controllable nodes for the power battery products of new energy vehicles. This is also the purpose of the Interim Measures.", To a certain extent, it provides a referential basis for the implementation of the main engine factory, battery factory and government regulatory departments in the upstream and downstream enterprises of the industrial chain, undoubtedly normalizing the originally disorderly market, which is of positive significance for the healthy development of the industry, and also has a profound impact on environmental protection. Mako, chief analyst of Zhenli Research, also believes that under the current technology and management conditions, coding is the most suitable way to ensure the full life cycle management of power batteries.

However, Zhang Ying also stressed that due to the complexity and variability of the reasons for the recovery and loss of power batteries, such as tax, market supervision, etc., it is obviously not enough to rely on a single coding system to regulate market behavior. To fundamentally solve the problem, it needs the cooperation between policies and enterprises. Cui Dongshu, Secretary-General of the National Passenger Car Market Information Joint Conference, also said that once the power battery enters the recycling phase, especially the cascade utilization or scrap phase, the coding is difficult to effectively control. According to the current management measures, the battery cell (cell), module and battery pack all need to be coded. While this way forms the closed-loop industrial chain of supervision, there is also a problem of three-level coding in the vehicle power battery pack, and even the problem of secondary coding is very likely to occur in the cascade utilization link. "Once the power battery is decommissioned as a vehicle battery, it will enter the scrapping and recycling process, such as the cascade utilization process, and the battery package will be recoded and then recoded. The secondary coding may increase the management difficulty." Cui Dongshu explained.

There are many problems behind the code scanning system

Many insiders deeply agree with Zhang Tianren's view that the code cannot be scanned after the battery is deformed or the code is arbitrarily altered, and that a lot of code scanning work will increase the cost. In fact, at present, coding has penetrated all aspects of our lives, and the problems Zhang Tianren said can also be seen everywhere in our daily life. Supermarket checkout scanning code cannot be successfully scanned due to problems such as wrinkled or unclear barcode; Paste a new code on the original code and the original code will lose its effectiveness; Express companies have increased their workload due to the need to scan the code at each transfer station... Once the power battery enters the code scanning era, these problems seem inevitable.

"Taking 18650 lithium-ion battery as an example, the battery factory produced monomer, PACK (battery pack) The factory will combine multiple monomers in parallel to gradually form a module, and the multiple modules will form a PACK for the vehicle factory to use, and finally enter the hands of consumers. At the stage of decommissioning and cascade utilization, the whole power battery begins to change in the reverse direction. A PACK will be disassembled into a single module. Each module may be disassembled into a single string. The single string that can be reused will be reassembled into a new module. The one that has no use value will be disassembled into a single unit, restored to the original state, and then completely disassembled into materials. Therefore, from the perspective of shape change, the coding system of power battery is much more complex than our common products. " Zhang Ying told the reporter that the most direct problem brought by the coding system to the enterprise is the increase in the cost of information entry, the amount of data encoded by a single body is too large, and the coding of a single body may not be continuous. The problem of how to code alone requires careful consideration. It should not only contain enough useful information, but also not increase too much cost and leave no loopholes. In the face of such huge data, there will be many difficulties in actual operation.

It should be noted that the service life of an electric vehicle is about 5 to 10 years, and then it will be scrapped. That is to say, the power battery code will not be retired until 5 to 10 years after the electric vehicle, and it will enter the stage of cascade utilization or scrap recycling. During this period, the probability of code damage is not entirely absent, and once a new technology or mode appears, it seems to be unknown whether the current code can be successfully scanned in 5 to 10 years. At the same time, due to the different battery models and manufacturers, the coding is inevitably different, and with the increase of the number of power batteries, the database management behind the coding is also a major test. The implementation of the coding system is to improve the efficiency of supervision. However, who will supervise? How to effectively supervise? Taking the drug electronic supervision code as an example, the government supervision inevitably has the problems of unprofessional technology and data rent-seeking; Whether the third party supervision can be trusted by the public is also a problem.

How to solve the coding problem?

Zhang Ying believes that with the establishment and improvement of the power battery recycling system, the cost of battery collection and transfer and the problems behind the coding system can be solved to a certain extent. For example, with the improvement of the recycling system, to recycle an old battery, you only need to scan the code of its battery body, instead of entering the individual number one by one, so that a car only needs to scan the code once or several times to trace the source. "The battery code is like the car frame number or engine number, and the registered frame number is convenient to manage the circulation of the car, and so is the battery code. Of course, it can not rule out a very small number of code changes, but I think it is not enough to affect the market norms." Zhang Ying said that the coding system can really help achieve closed-loop management and promote the effective management of power batteries from production to scrapping and recycling, but it also inevitably brings a series of problems, New technologies and methods are needed to solve relevant problems and improve management efficiency.

In an interview with reporters, Merco believed that coding is the most effective way to improve the recycling of power batteries at present. While it is supported by all parties, as a new thing, it will inevitably generate some new problems, and how to better solve these problems needs to be explored in the development. "We must note that the regulatory role of ensuring the whole life cycle of power battery is more significant than some management problems caused by code scanning," said Merco, "For example, in the current power battery market, some vehicles reported to the Ministry of Industry and Information Technology that the on-board power is 30 ℃, but the actual installed power is 28 ℃, which also harms the interests of consumers while defrauding subsidies. At present, we need to solve problems like this first, which is the main contradiction. After that, other issues will be discussed." Zhang Ying also said: "In practice, coding classification increases the workload in the production process of power batteries, but solving the problem of data storage is only an investment problem, and will not become a major bottleneck. Grading coding from the basic point of view also has a significant role in promoting the management of enterprises themselves. Of course, at the same time, we call on the state to give certain subsidies or policy dividends to reduce the pressure of enterprises upgrading."

In addition, Zhang Ying suggested that there should be more attempts to achieve closed-loop management of power battery besides coding system. Such as standardizing battery production standards, building a battery recycling system, applying for national policy support, popularizing the recycling awareness of the whole people, and strengthening market behavior supervision. "These can promote the legal and compliant production, use, recycling and reuse of batteries to a certain extent. We can also take multiple measures while implementing the coding system," said Zhang Ying.

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