汽车之家详情

{"code":0,"msg":"success","data":{"cost":100,"balance":50100,"props":{"pageProps":{"type":"article","article":{"typeString":"1","idString":"26114216","articleContent":{"title":"新能源车电池调查：厂家与车主各执一词","recycled":false,"authorImg":"http://www2.autoimg.cn/chejiahaodfs/g32/M06/8A/F0/autohomecar__ChxkPWa--8eAQlyLAAHY1ywvCEk597.jpg","authorName":"汽车圈子--","authorId":282778421,"skip":false,"editProvinceName":"陕西","publishDate":"2026-08-03 10:24:15","articleTags":[{"id":19,"name":"行业动向"}],"imageUrlList":["https://img3.autoimg.cn/chejiahaodfs/g34/M0A/B9/3D/750x0_autohomecar__ChxpWGpv-7KAPpdhAACIIJXmwnE967.jpg"],"content":"<html>\n <head></head>\n <body>\n  <p class=\"editor-paragraph\"><span>大批电车正进入动力电池的“考验期”。</span></p>\n  <div class=\"editor-image\">\n   <img data-height=\"608\" data-width=\"1080\" src=\"https://z.autoimg.cn/pcm/icon/default_big.png?cache_ttl=1800\" style=\"width: 750px!important; display: block;\" style=\"max-width: 100.0%;\" data-src=\"https://img3.autoimg.cn/chejiahaodfs/g34/M0A/B9/3D/750x0_autohomecar__ChxpWGpv-7KAPpdhAACIIJXmwnE967.jpg\">\n  </div>\n  <p class=\"editor-paragraph\"><span>近日，《华夏时报》记者梳理车质网投诉情况发现，目前与动力电池相关的投诉已达到4.59万条。截至今年7月末，部分电车电池故障的投诉仍持续增加。其中不少车辆购于2022年至2023年，使用约3年后开始出现续航明显缩水、电池鼓包及漏液甚至车辆突然趴窝等问题。更令车主困扰的是，在前往4S店检测车辆后，却被告知电池健康度正常，无法达到免费维修或更换标准。还有车主反映，更换的电池并非沟通时承诺的全新电池，而这也引发了新的售后争议。</span></p>\n  <p class=\"editor-paragraph\"><span>电池质量问题受关注以来，记者已就相关问题联系中创新航等电池厂，截至发稿未获回复。同时，记者以车主身份拨打中创新航咨询热线，对方表示，“车主可前往服务网点免费检测电池包健康程度。若电池包确实存在故障且处于30万公里质保范围内，可免费维修或更换电池包；若检测结果无异常，则不建议更换电池包。”</span></p>\n  <p class=\"editor-paragraph\"><span>可以看到，随着电车保有量快速增长，动力电池售后问题正从过去的个案演变为一场关于检测标准、售后体系和消费者信任的复杂问题。</span></p>\n  <p class=\"editor-paragraph\"><b><strong class=\"editor-text-bold\">出现集中投诉</strong></b></p>\n  <p class=\"editor-paragraph\"><span>从近期公开投诉来看，出现动力电池故障的车辆大多购于2022年至2023年。如今车龄约三年，累计行驶里程可达到15万公里至25万公里，部分运营车辆甚至超过20万公里。</span></p>\n  <p class=\"editor-paragraph\"><span>某车主在车质网投诉称，车辆购买不到3年，电池包出现问题，车辆无法启动，4S店以车辆超过质保期限为由要求自费更换电池包，维修费用高达7万元至9万元，而车辆残值仅4至5万元，“我查了一下这个车，大批行驶里程超过20万公里的车主出现此类问题。”</span></p>\n  <p class=\"editor-paragraph\"><span>另一位2023款AION S车主则表示，车辆曾两次在高速及国道行驶过程中发生动力电池故障，突然失去动力。厂家曾承诺免费更换全新电池，但送来的电池外壳生产日期却早于车辆购车日期，车主因此怀疑更换的并非全新电池。据称，厂家曾告诉他，“电池外部是旧的，但内里是新的。”</span></p>\n  <p class=\"editor-paragraph\"><span>类似投诉并非个例。网通社汽车网近日消息显示，多名网约车司机反映，运营车辆在使用约3年后频繁出现电池虚电、高温异常等故障，部分车辆若不更换整个电池包已无法继续使用。有司机多次与4S店沟通未果后，通过社交平台组建了由全国百余名司机组成的维权群，希望问题得到解决。</span></p>\n  <p class=\"editor-paragraph\"><span>为何这批车辆开始集中暴露问题？从汽车销量来看，目前大量新能源汽车恰好进入了动力电池性能衰减和高强度使用后的阶段。我国新能源汽车销量在2018年突破100万辆，并于2022年突破600万辆。几年过去，这批车辆也迎来了较大规模的电池性能考验。</span></p>\n  <p class=\"editor-paragraph\"><span>其中，运营车辆的问题暴露得尤为明显。与家用车相比，网约车、出租车等运营车辆日均行驶里程更长、充放电频率更高。一辆普通家用新能源车一年行驶约1万至2万公里，而不少网约车一年行驶里程可达8万公里，3年累计便超过20万公里，动力电池循环次数远高于普通车辆，因此原本可能需要更长时间才会暴露的问题，被提前集中释放。</span></p>\n  <p class=\"editor-paragraph\"><span>值得关注的是，今年7月，新华网报道称，今年以来，搭载中创新航177Ah磷酸铁锂电芯的营运车辆集中出现电池鼓包等问题。这批电芯因形变弯曲，被维修行业称为“香蕉电池”。</span></p>\n  <p class=\"editor-paragraph\"><span>随后，中创新航发布公告称，针对搭载其电池的部分车型，公司将直接提供免费检测及维修维保服务，并表示对产品全生命周期质量负责。</span></p>\n  <p class=\"editor-paragraph\"><span>不过，记者发现，在电池故障之外，不少车主也在关注故障能否被认定、维修标准是否统一以及售后过程是否公开透明。动力电池售后争议，也正逐渐从产品质量问题，演变为检测标准、质保规则和售后体系的综合考验。</span></p>\n  <p class=\"editor-paragraph\"><b><strong class=\"editor-text-bold\">售后困扰未解</strong></b></p>\n  <p class=\"editor-paragraph\"><span>如果说动力电池故障是车主最直观的感受，那么“检测正常”则成为不少消费者维权过程中难跨过的一道门槛。</span></p>\n  <p class=\"editor-paragraph\"><span>记者梳理车质网投诉发现，多位车主反映车辆实际续航已明显下降，甚至影响正常使用，但4S店检测后给出的结论却是电池健康度正常，因此无法免费更换电池。</span></p>\n  <p class=\"editor-paragraph\"><span>例如，一位2024款AION S MAX车主投诉称，车辆标称续航510公里，实际续航仅约200公里；车辆停放一晚后，剩余续航还会大幅下降，其多次前往4S店检查，得到的答复始终是“电池健康度没有异常”。</span></p>\n  <p class=\"editor-paragraph\"><span>央视网此前也报道了类似案例。北京消费者陈女士购买新能源车数年后发现，满电续航较新车时减少约三分之一，但4S店检测显示电池健康度仍达到91%。她表示，售后仅给出一个健康度数字，却没有进一步解释检测依据，也无法提供更详细的数据，让消费者难以判断检测结果是否真实反映了电池状态。</span></p>\n  <p class=\"editor-paragraph\"><span>为何会出现“车主觉得坏了，厂家却认为电池正常”的情况？据了解，目前车企通常依据采集的数据对动力电池健康状态进行判断，并决定电池包是否达到维修、更换标准。而消费者更多依据实际续航、充电速度、车辆使用体验判断电池是否出现问题，两者关注的指标并不完全一致。</span></p>\n  <p class=\"editor-paragraph\"><span>根据中国科学技术协会公众号“科普中国”介绍，目前国内新能源汽车普遍采用CLTC工况续航标准，该续航数据是在实验室标准环境下测得，而低温、高温、高速行驶、拥堵路况、空调使用等因素都会增加车辆能耗，因此实际续航通常低于标称续航。</span></p>\n  <p class=\"editor-paragraph\"><span>不过，对于消费者而言，他们关注的是车辆还能跑多远，而不是实验室能够跑多远。当实际续航明显下降甚至影响日常运营时，仅以“健康度正常”作为解释，显然难以消除消费者疑虑。</span></p>\n  <p class=\"editor-paragraph\"><span>除检测标准外，更换电池过程中产生的新问题也不断出现。记者梳理发现，近期投诉主要集中在几个方面：更换的是全新电池还是翻新电池；更换后的电池容量是否低于原电池容量；不同型号电池能否替代原厂电池；更换后是否继续享受原有质保等。</span></p>\n  <p class=\"editor-paragraph\"><span>这些争议说明，消费者的诉求已经不仅仅是“换一块电池”，更希望整个维修、更换过程更加透明、可追溯。</span></p>\n  <p class=\"editor-paragraph\"><b><strong class=\"editor-text-bold\">动力电池标准升级</strong></b></p>\n  <p class=\"editor-paragraph\"><span>面对越来越多进入使用中后期的新能源汽车，动力电池售后体系也迎来了新的挑战。</span></p>\n  <p class=\"editor-paragraph\"><span>今年7月1日起，《电动汽车安全要求》和《电动汽车用动力蓄电池安全要求》两项强制性国家标准正式实施。相比此前要求车辆在着火、爆炸前提供热失控报警信号，新标准进一步提升至“不起火、不爆炸（仍需报警）”，并对动力电池热扩散测试、整车测试条件、观察时间等提出更加严格的要求，被业内视为动力电池安全标准的一次重要升级。</span></p>\n  <p class=\"editor-paragraph\"><span>一位业内人士在接受《华夏时报》记者采访时表示，近年来动力电池国家标准一直在持续完善，每一次修订都意味着安全要求进一步提高，动力电池续航里程也在不断变多，“国家标准都有明确要求，如果产品有问题，应按规定启动召回程序，各厂家也有质保政策。”不过他也表示，“各家电池厂水平确实是有差距的，电池故障事件背后也有各家电池厂的博弈。”</span></p>\n  <p class=\"editor-paragraph\"><span>事实上，车企已陆续推出8年30万公里的动力电池质保政策，但从消费者反馈来看，真正影响售后体验的，并不仅仅是质保期限，而维修、更换过程中的充分知情权。</span></p>\n  <p class=\"editor-paragraph\"><span>随着新能源汽车保有量持续增长，越来越多车辆将进入动力电池性能衰减阶段。行业竞争也将从过去比拼续航、配置和价格，逐步转向售后服务能力的竞争。</span></p>\n </body>\n</html>","bizId":26114216,"isself":0,"introduction":"汽车行业讯息","articleCount":1874,"fansCount":12378,"voteId":0,"cmsPassage":null,"professionLevel":0,"showMianZe":true,"newKeyWords":"电池,调查,厂商,新能源车,动力电池,续航,检测,售后,维修,电池包","clientType":6,"img":"https://www2.autoimg.cn/chejiahaodfs/g34/M06/B9/3D/autohomecar__ChxpWGpv-7uAKbJMAAm5iFZAVK4925.png","live":null,"announcetitle":"作者声明","announce":"内容为转载;个人观点仅供参考","vtype":"","publish":true,"fastestFirst":false},"imageUrlList":["https://img3.autoimg.cn/chejiahaodfs/g34/M0A/B9/3D/750x0_autohomecar__ChxpWGpv-7KAPpdhAACIIJXmwnE967.jpg"],"multiplePicList":[],"authorFollowStatus":[{"authorId":282778421,"follow":false}],"articleInfoInfo":{"bread":{"class1":19,"class1Name":"行业动向","class2":0,"class2Name":null},"content":{"title":"新能源车电池调查：厂家与车主各执一词","recycled":false,"authorImg":"http://www2.autoimg.cn/chejiahaodfs/g32/M06/8A/F0/autohomecar__ChxkPWa--8eAQlyLAAHY1ywvCEk597.jpg","authorName":"汽车圈子--","authorId":282778421,"skip":false,"editProvinceName":"陕西","publishDate":"2026-08-03 10:24:15","articleTags":[{"id":19,"name":"行业动向"}],"imageUrlList":["https://img3.autoimg.cn/chejiahaodfs/g34/M0A/B9/3D/750x0_autohomecar__ChxpWGpv-7KAPpdhAACIIJXmwnE967.jpg"],"content":"<html>\n <head></head>\n <body>\n  <p class=\"editor-paragraph\"><span>大批电车正进入动力电池的“考验期”。</span></p>\n  <div class=\"editor-image\">\n   <img data-height=\"608\" data-width=\"1080\" src=\"https://z.autoimg.cn/pcm/icon/default_big.png?cache_ttl=1800\" style=\"width: 750px!important; display: block;\" style=\"max-width: 100.0%;\" data-src=\"https://img3.autoimg.cn/chejiahaodfs/g34/M0A/B9/3D/750x0_autohomecar__ChxpWGpv-7KAPpdhAACIIJXmwnE967.jpg\">\n  </div>\n  <p class=\"editor-paragraph\"><span>近日，《华夏时报》记者梳理车质网投诉情况发现，目前与动力电池相关的投诉已达到4.59万条。截至今年7月末，部分电车电池故障的投诉仍持续增加。其中不少车辆购于2022年至2023年，使用约3年后开始出现续航明显缩水、电池鼓包及漏液甚至车辆突然趴窝等问题。更令车主困扰的是，在前往4S店检测车辆后，却被告知电池健康度正常，无法达到免费维修或更换标准。还有车主反映，更换的电池并非沟通时承诺的全新电池，而这也引发了新的售后争议。</span></p>\n  <p class=\"editor-paragraph\"><span>电池质量问题受关注以来，记者已就相关问题联系中创新航等电池厂，截至发稿未获回复。同时，记者以车主身份拨打中创新航咨询热线，对方表示，“车主可前往服务网点免费检测电池包健康程度。若电池包确实存在故障且处于30万公里质保范围内，可免费维修或更换电池包；若检测结果无异常，则不建议更换电池包。”</span></p>\n  <p class=\"editor-paragraph\"><span>可以看到，随着电车保有量快速增长，动力电池售后问题正从过去的个案演变为一场关于检测标准、售后体系和消费者信任的复杂问题。</span></p>\n  <p class=\"editor-paragraph\"><b><strong class=\"editor-text-bold\">出现集中投诉</strong></b></p>\n  <p class=\"editor-paragraph\"><span>从近期公开投诉来看，出现动力电池故障的车辆大多购于2022年至2023年。如今车龄约三年，累计行驶里程可达到15万公里至25万公里，部分运营车辆甚至超过20万公里。</span></p>\n  <p class=\"editor-paragraph\"><span>某车主在车质网投诉称，车辆购买不到3年，电池包出现问题，车辆无法启动，4S店以车辆超过质保期限为由要求自费更换电池包，维修费用高达7万元至9万元，而车辆残值仅4至5万元，“我查了一下这个车，大批行驶里程超过20万公里的车主出现此类问题。”</span></p>\n  <p class=\"editor-paragraph\"><span>另一位2023款AION S车主则表示，车辆曾两次在高速及国道行驶过程中发生动力电池故障，突然失去动力。厂家曾承诺免费更换全新电池，但送来的电池外壳生产日期却早于车辆购车日期，车主因此怀疑更换的并非全新电池。据称，厂家曾告诉他，“电池外部是旧的，但内里是新的。”</span></p>\n  <p class=\"editor-paragraph\"><span>类似投诉并非个例。网通社汽车网近日消息显示，多名网约车司机反映，运营车辆在使用约3年后频繁出现电池虚电、高温异常等故障，部分车辆若不更换整个电池包已无法继续使用。有司机多次与4S店沟通未果后，通过社交平台组建了由全国百余名司机组成的维权群，希望问题得到解决。</span></p>\n  <p class=\"editor-paragraph\"><span>为何这批车辆开始集中暴露问题？从汽车销量来看，目前大量新能源汽车恰好进入了动力电池性能衰减和高强度使用后的阶段。我国新能源汽车销量在2018年突破100万辆，并于2022年突破600万辆。几年过去，这批车辆也迎来了较大规模的电池性能考验。</span></p>\n  <p class=\"editor-paragraph\"><span>其中，运营车辆的问题暴露得尤为明显。与家用车相比，网约车、出租车等运营车辆日均行驶里程更长、充放电频率更高。一辆普通家用新能源车一年行驶约1万至2万公里，而不少网约车一年行驶里程可达8万公里，3年累计便超过20万公里，动力电池循环次数远高于普通车辆，因此原本可能需要更长时间才会暴露的问题，被提前集中释放。</span></p>\n  <p class=\"editor-paragraph\"><span>值得关注的是，今年7月，新华网报道称，今年以来，搭载中创新航177Ah磷酸铁锂电芯的营运车辆集中出现电池鼓包等问题。这批电芯因形变弯曲，被维修行业称为“香蕉电池”。</span></p>\n  <p class=\"editor-paragraph\"><span>随后，中创新航发布公告称，针对搭载其电池的部分车型，公司将直接提供免费检测及维修维保服务，并表示对产品全生命周期质量负责。</span></p>\n  <p class=\"editor-paragraph\"><span>不过，记者发现，在电池故障之外，不少车主也在关注故障能否被认定、维修标准是否统一以及售后过程是否公开透明。动力电池售后争议，也正逐渐从产品质量问题，演变为检测标准、质保规则和售后体系的综合考验。</span></p>\n  <p class=\"editor-paragraph\"><b><strong class=\"editor-text-bold\">售后困扰未解</strong></b></p>\n  <p class=\"editor-paragraph\"><span>如果说动力电池故障是车主最直观的感受，那么“检测正常”则成为不少消费者维权过程中难跨过的一道门槛。</span></p>\n  <p class=\"editor-paragraph\"><span>记者梳理车质网投诉发现，多位车主反映车辆实际续航已明显下降，甚至影响正常使用，但4S店检测后给出的结论却是电池健康度正常，因此无法免费更换电池。</span></p>\n  <p class=\"editor-paragraph\"><span>例如，一位2024款AION S MAX车主投诉称，车辆标称续航510公里，实际续航仅约200公里；车辆停放一晚后，剩余续航还会大幅下降，其多次前往4S店检查，得到的答复始终是“电池健康度没有异常”。</span></p>\n  <p class=\"editor-paragraph\"><span>央视网此前也报道了类似案例。北京消费者陈女士购买新能源车数年后发现，满电续航较新车时减少约三分之一，但4S店检测显示电池健康度仍达到91%。她表示，售后仅给出一个健康度数字，却没有进一步解释检测依据，也无法提供更详细的数据，让消费者难以判断检测结果是否真实反映了电池状态。</span></p>\n  <p class=\"editor-paragraph\"><span>为何会出现“车主觉得坏了，厂家却认为电池正常”的情况？据了解，目前车企通常依据采集的数据对动力电池健康状态进行判断，并决定电池包是否达到维修、更换标准。而消费者更多依据实际续航、充电速度、车辆使用体验判断电池是否出现问题，两者关注的指标并不完全一致。</span></p>\n  <p class=\"editor-paragraph\"><span>根据中国科学技术协会公众号“科普中国”介绍，目前国内新能源汽车普遍采用CLTC工况续航标准，该续航数据是在实验室标准环境下测得，而低温、高温、高速行驶、拥堵路况、空调使用等因素都会增加车辆能耗，因此实际续航通常低于标称续航。</span></p>\n  <p class=\"editor-paragraph\"><span>不过，对于消费者而言，他们关注的是车辆还能跑多远，而不是实验室能够跑多远。当实际续航明显下降甚至影响日常运营时，仅以“健康度正常”作为解释，显然难以消除消费者疑虑。</span></p>\n  <p class=\"editor-paragraph\"><span>除检测标准外，更换电池过程中产生的新问题也不断出现。记者梳理发现，近期投诉主要集中在几个方面：更换的是全新电池还是翻新电池；更换后的电池容量是否低于原电池容量；不同型号电池能否替代原厂电池；更换后是否继续享受原有质保等。</span></p>\n  <p class=\"editor-paragraph\"><span>这些争议说明，消费者的诉求已经不仅仅是“换一块电池”，更希望整个维修、更换过程更加透明、可追溯。</span></p>\n  <p class=\"editor-paragraph\"><b><strong class=\"editor-text-bold\">动力电池标准升级</strong></b></p>\n  <p class=\"editor-paragraph\"><span>面对越来越多进入使用中后期的新能源汽车，动力电池售后体系也迎来了新的挑战。</span></p>\n  <p class=\"editor-paragraph\"><span>今年7月1日起，《电动汽车安全要求》和《电动汽车用动力蓄电池安全要求》两项强制性国家标准正式实施。相比此前要求车辆在着火、爆炸前提供热失控报警信号，新标准进一步提升至“不起火、不爆炸（仍需报警）”，并对动力电池热扩散测试、整车测试条件、观察时间等提出更加严格的要求，被业内视为动力电池安全标准的一次重要升级。</span></p>\n  <p class=\"editor-paragraph\"><span>一位业内人士在接受《华夏时报》记者采访时表示，近年来动力电池国家标准一直在持续完善，每一次修订都意味着安全要求进一步提高，动力电池续航里程也在不断变多，“国家标准都有明确要求，如果产品有问题，应按规定启动召回程序，各厂家也有质保政策。”不过他也表示，“各家电池厂水平确实是有差距的，电池故障事件背后也有各家电池厂的博弈。”</span></p>\n  <p class=\"editor-paragraph\"><span>事实上，车企已陆续推出8年30万公里的动力电池质保政策，但从消费者反馈来看，真正影响售后体验的，并不仅仅是质保期限，而维修、更换过程中的充分知情权。</span></p>\n  <p class=\"editor-paragraph\"><span>随着新能源汽车保有量持续增长，越来越多车辆将进入动力电池性能衰减阶段。行业竞争也将从过去比拼续航、配置和价格，逐步转向售后服务能力的竞争。</span></p>\n </body>\n</html>","bizId":26114216,"isself":0,"introduction":"汽车行业讯息","articleCount":1874,"fansCount":12378,"voteId":0,"cmsPassage":null,"professionLevel":0,"showMianZe":true,"newKeyWords":"电池,调查,厂商,新能源车,动力电池,续航,检测,售后,维修,电池包","clientType":6,"img":"https://www2.autoimg.cn/chejiahaodfs/g34/M06/B9/3D/autohomecar__ChxpWGpv-7uAKbJMAAm5iFZAVK4925.png","live":null,"announcetitle":"作者声明","announce":"内容为转载;个人观点仅供参考","vtype":"","publish":true,"fastestFirst":false},"coauthorList":[],"authorOtherWorks":[{"mainDataType":1,"title":"意外还是过失？男子下地库碾到横卧醉汉致其死亡 检察院：不起诉","duration":0,"imgUrl":"https://www2.autoimg.cn/chejiahaodfs/g34/M05/40/1E/autohomecar__ChtpWGp-gTmAGpRrAA_VbTZeeMw221.png","publishTime":"2026-08-14 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