Effective July 1, 2026, two mandatory national standards for electric vehicles will officially come into force. Compared with the previous regulations, what new provisions and changes have been introduced?

       New National Standard for Vehicle Safety (GB 18384-2025)

       One-click power off: In the past, power disconnection in electric vehicles was primarily handled by software. However, if a collision causes the system to freeze or the wiring harness to break, the power‑off command may fail to execute, exposing rescue personnel to the risks posed by live high‑voltage systems.

       For the first time, the new national standard defines a one‑button power‑off device as a physical disconnect mechanism, requiring that the high‑voltage circuit between the vehicle’s main high‑voltage system and the energy storage system be capable of being physically disconnected. This means there must be a dedicated physical button or switch that, via a mechanical linkage, directly breaks the high‑voltage circuit. By tapping or pressing and holding, the driver can activate the power‑off function, achieving a physical disconnection of the high‑voltage circuit within one second. In fact, this has long been a safety requirement in racing vehicles, with power‑off and fire‑extinguishing switches typically located beneath the windshield.

       Maintenance of power-off devices: In conjunction with the one‑button power‑off feature, the new national standard sets clear requirements for service disconnect devices. Simply put, this ensures safety during vehicle maintenance: high‑voltage service disconnects must meet an IPXXB protection rating to prevent finger contact, while low‑voltage service disconnects must be clearly marked.

       Underbody Collision Protection: The new national standard introduces requirements for underbody collision protection and testing. The test uses a 150-mm solid hemispherical obstacle; the vehicle collides with it at 35 km/h, with a 30-mm overlap, thereby simulating a chassis‑underbody impact. The test mandates that the battery must remain leak‑free, the enclosure must show no cracks, and there must be no ignition or explosion.

       However, vehicles that do not have their batteries mounted beneath the floor—such as plug-in and mild hybrid cars with batteries housed in the rear trunk, as well as off-road vehicles with a ground clearance exceeding 200 mm when fully loaded—are exempt from this test.

       Insulation Resistance Monitoring: The new standard also expands the scope of insulation monitoring, requiring vehicles to maintain insulation even when using the AC V2L function—this measure is intended to prevent electric shock to personnel when operating camping equipment.

       New Regulations on Battery Safety (GB 38031-2025)

       The new national standard for batteries comprises 7 test items for individual cells and 17 test items for battery packs.

       Thermal Runaway Management: At its core, the key issue is thermal runaway management. Under the previous version, batteries were required only to issue an alarm to occupants five minutes before ignition or explosion, providing sufficient time for evacuation. The new regulations mandate that, once a single cell experiences thermal runaway, the battery pack must remain free of ignition and explosion for at least two hours during an observation period, with temperatures at all monitoring points not exceeding 60°C. Additionally, within five minutes before and after the alarm is triggered, any emitted smoke must not pose a health hazard to occupants.

       In simple terms, single-cell thermal runaway is permitted, but propagation to full‑pack thermal runaway is not. Meanwhile, the methods for triggering thermal runaway have been expanded from the previous external heating and needle puncture to include internal heating as well.      

        Bottom Impact Test: The second test is the impact test. According to statistics from the National Emergency Management Department, in 2024, more than 30% of electric‑vehicle fire incidents were caused by battery damage resulting from underbody impacts. The new regulation specifies that a steel hemispherical probe with a 30 mm diameter shall be used to strike three points on the battery’s bottom surface along the Z‑axis, delivering an impact energy of approximately 150 J. The test requires no leakage, no shell rupture, and no ignition or explosion. Previously, protection against bottom impacts relied largely on manufacturers’ self‑imposed standards; the new national standard is the first to incorporate a mandatory, unified testing regime.

       Fast-Charging Cycle Safety Test: Prolonged high‑power fast charging can lead to extensive lithium dendrite growth inside the battery, which in extreme cases may pierce the separator and cause a short circuit. The new regulations stipulate that for battery cells capable of achieving 20%–80% state of charge within 15 minutes, an external short‑circuit test must be conducted after 300 fast‑charge cycles, with the requirement that no fire or explosion occurs throughout the entire test.

       Battery insulation test: The new regulations have refined the insulation resistance requirements for battery systems in AC circuits, mitigating the risk of electrical leakage in rainy or flooded conditions. Additionally, the crush test now imposes stricter insulation‑resistance criteria to prevent electric shock hazards resulting from cell damage.

       What about existing vehicle models? How will the transition period be managed?

       The new standard adopts a phased transition management approach. For newly submitted vehicle models, the requirements will take effect on July 1, 2026; all newly registered electric vehicle models must fully pass both national standard tests, and any model that fails to meet the standards will be prohibited from production.

       Vehicles currently on the market will be granted a one-year transition period, with compliance rectification required to be completed by July 1, 2027. Vehicles that fail to comply by the deadline will be subject to mandatory production suspension.

       For existing vehicle owners who have already registered their vehicles, there will be no impact: electric motorcycles and scooters that were registered and licensed before July 1, 2026, are exempt from the new national standards. Owners are not required to pay for battery modifications or install additional cut-off devices, nor are they subject to mandatory scrapping. Routine annual inspections and road use remain unaffected.