ICS 43.

120
CCS T 47

National Standards of the People's Republic of China

GB 38031—2025
replacing GB 38031—2020

Electric Vehicles Traction Battery Safety Requirements

(This version of the translation has been formatted to ensure that the translated
pages correspond directly to the original Chinese pages in terms of fonts and
layout.)

Released on March 28, 2025 Implement on July 1, 2026.

State Administration for Market Regulation

Standardization Administration of China
 GB 38031—2025

Content

Preface ----------------------------------------------------------------------------------------------------------------- III

Introduction --------------------------------------------------------------------------------------------------------------- V

Scope ----------------------------------------------------------------------------------------------------------------------- 1

Normative References -------------------------------------------------------------------------------------------------- 1

Terms and Definitions --------------------------------------------------------------------------------------------------- 1
Symbols and Abbreviations --------------------------------------------------------------------------------------------3
4.1 Symbols --------------------------------------------------------------------------------------------------------------- 3
4.2 Abbreviations -------------------------------------------------------------------------------------------------------- 3

Safety Requirements ---------------------------------------------------------------------------------------------------- 3

5.1 Battery Cell Safety Requirements ------------------------------------------------------------------------------- 3
5.2 Battery Pack or System Safety Requirements ---------------------------------------------------------------- 4

Test Conditions ------------------------------------------------------------------------------------------------------------ 5

6.1 General Conditions -------------------------------------------------------------------------------------------------- 5
6.2 Accuracy of Measurement Instruments and Equipment --------------------------------------------------- 5
6.3 Testing Process Errors --------------------------------------------------------------------------------------------- 5
6.4 Data Recording and Recording Intervals ---------------------------------------------------------------------- 6

Test Preparation ---------------------------------------------------------------------------------------------------------- 6

7.1 Battery Cell Test Preparation ------------------------------------------------------------------------------------- 6
7.2 Battery Pack or System Test Preparation --------------------------------------------------------------------- 6

Test Methods -----------------------=-------------------------------------------------------------------------------------- 7

8.1 Battery Cell Safety Test Methods -------------------------------------------------------------------------------- 7
8.2 Battery Pack or System Safety Test Methods ---------------------------------------------------------------- 9

Same Type Determination -------------------------------------------------------------------------------------------- 20

Implementation of the Standard ------------------------------------------------------------------------------------- 21

Appendix A (informative) - Typical Structural Examples of Battery Packs and Systems ------------- 22
Appendix B (normative) - Battery Pack or System Insulation Resistance Testing Methods --------- 24
Appendix C (normative) - Thermal Diffusion Analysis and Verification Report -------------------------- 26
References --------------------------------------------------------------------------------------------------------------- 31
 GB 38031—2025

Preface
This document is drafted in accordance with the provisions of GB/T 1.1—2020 Standardization Work Guidelines - Part 1: Structure
and Drafting Rules of Standardization Documents.

This document replaces GB 38031—2020 "Safety Requirements for Power Batteries Used in Electric Vehicles". Compared with
GB 38031—2020, the main technical changes, aside from structural adjustments and editorial modifications, are as follows:

The scope has been modified (see Chapter 1, 2020 Edition, Chapter 1).

A definition for "battery subsystems" has been added (see 3.5).

The definition of "leakage" has been revised (see 3.14, 2020 Edition 3.13).

A definition for "thermal event" has been added (see 3.15).

Safety requirements and test methods for battery cell fast-charging cycles have been added (see 5.1.7 and 8.1.8).

Safety requirements and test methods for vibration of battery packs or systems have been revised (see 5.2.1 and 8.2.1, 2020
Edition 5.2.1 and 8.2.1).

Safety requirements for mechanical shock of battery packs or systems have been revised (see 5.2.2, 2020 Edition 5.2.2).

Safety requirements for simulated collision of battery packs or systems have been revised (see 5.2.3, 2020 Edition 5.2.3).

Safety requirements and test methods for compression of battery packs or systems have been revised (see 5.2.4 and 8.2.4,
2020 Edition 5.2.4 and 8.2.4).

Safety requirements for thermal cycling of battery packs or systems have been revised (see 5.2.5, 2020 Edition 5.2.5).

Safety requirements for immersion of battery packs or systems have been revised (see 5.2.6, 2020 Edition 5.2.6).

Safety requirements and test methods for thermal stability of battery packs or systems have been revised (see 5.2.7, 8.2.7,
and Appendix C, 2020 Edition 5.2.7, 8.2.7, and Appendix C).

Safety requirements and test methods for temperature shock of battery packs or systems have been revised (see 5.2.8 and
8.2.8, 2020 Edition 5.2.8 and 8.2.8).

Safety requirements and test methods for salt fog of battery packs or systems have been revised (see 5.2.9 and 8.2.9, 2020
Edition 5.2.9 and 8.2.9).

Safety requirements and test methods for high altitude of battery packs or systems have been revised (see 5.2.10 and 8.2.10,
2020 Edition 5.2.10 and 8.2.10).

Safety requirements and test methods for over-temperature protection of battery packs or systems have been revised (see
5.2.11 and 8.2.11, 2020 Edition 5.2.11 and 8.2.11).

Safety requirements and test methods for over-current protection of battery packs or systems have been revised (see 5.2.12
and 8.2.12, 2020 Edition 5.2.12 and 8.2.12).

Safety requirements for external short-circuit protection of battery packs or systems have been revised (see 5.2.13, 2020
Edition 5.2.13).

Safety requirements and test methods for overcharge protection of battery packs or systems have been revised (see 5.2.14
and 8.2.14, 2020 Edition 5.2.14 and 8.2.14).

Safety requirements for over-discharge protection of battery packs or systems have been revised (see 5.2.15, 2020 Edition
5.2.15).

Safety requirements and test methods for bottom impact of battery packs, systems, or whole vehicles have been added (see
5.2.16 and 8.2.16).

The requirements for actual capacity have been revised (see 6.1.9, 2020 Edition 6.1.9).

Accuracy of measurement instruments, process errors, and data recording and intervals have been revised (see 6.2, 6.3,
and 6.4, 2020 Edition 6.2, 6.3, and 6.4).

Requirements for the pre-treatment of battery cells, battery packs, or systems have been revised (see 7.1.2 and 7.2.2, 2020
Edition 7.1.2 and 7.2.2).
 GB 38031—2025

The test method for over-discharge of battery cells has been revised (see 8.1.2, 2020 Edition 8.1.2).

The test method for heating of battery cells has been revised (see 8.1.5, 2020 Edition 8.1.5).

The test method for compression of battery cells has been revised (see 8.1.7, 2020 Edition 8.1.7).

A determination of the same type has been added (see Chapter 9).

The test method for insulation resistance of battery packs or systems has been revised (see Appendix B, 2020 Edition
Appendix B).

Please note that some content in this document may involve patents. The publishing organization of this document does
not bear the responsibility for identifying patents. This document was proposed by the Ministry of Industry and Information
Technology of the People's Republic of China and is under its jurisdiction.

The publication history of this document and its superseded versions is as follows:

First published in 2020 as GB 38031—2020.

This is the first revision.

 GB 38031—2025

Introduction

This document pertains to the basic safety requirements for power batteries used in electric vehicles,
aiming to provide safety protection for both personal and property safety. This document does not
address safety in production, transportation, maintenance, or recycling, nor does it cover performance
and functional characteristics.

The safety of power batteries used in electric vehicles is related to their design and usage conditions.
Usage conditions include normal operating conditions, foreseeable misuse conditions, and foreseeable
failure conditions, as well as environmental conditions such as temperature and altitude, which affect
their safety.

This document will be revised as technology and processes continue to develop.

 GB 38031—2025

Safety Requirements for Power Batteries Used in Electric Vehicles

1. Scope

This document specifies the safety requirements for battery cells, battery packs, or systems used in
electric vehicles (hereinafter referred to as "the battery") and describes the corresponding test methods.
This document applies to power batteries used in electric vehicles.

2. Normative References

The following documents are referenced normatively in this document and constitute essential clauses.
For those references with specific dates, only the version corresponding to that date applies to this
document. For references without dates, the latest version (including all amendments) applies to this
document.

GB/T 2423.4 Electrical and Electronic Products Environmental Testing – Part 2: Test Methods – Test Db:
Damp Heat (12h+12h Cycle)

GB/T 2423.17—2024 Environmental Testing – Part 2: Test Methods – Test Ka: Salt Spray

GB/T 2423.43 Electrical and Electronic Products Environmental Testing – Part 2: Test Methods –
Vibration, Shock, and Similar Dynamic Tests – Mounting of Specimens

GB/T 2423.56 Environmental Testing – Part 2: Test Methods – Test Fh: Wideband Random Vibration
and Guidelines

GB/T 4208—2017 Enclosure Protection Levels (IP Code)

GB/T 19596 Terminology for Electric Vehicles

GB/T 28046.4—2011 Road Vehicles – Environmental Conditions and Testing for Electrical and
Electronic Equipment – Part 4: Climatic Loads

3. Terms and Definitions

The terms and definitions set forth in GB/T 19596 as well as the following apply to this document.

3.1 Battery Cell

The basic unit device that converts chemical energy to electrical energy.
Note: It typically includes electrodes, separators, electrolytes, enclosures, and terminals, and is designed
to be rechargeable.

3.2 Battery Module

A combination of one or more battery cells connected in series, parallel, or series-parallel configurations
to be used as a power source.

3.3 Battery Pack

A unit that obtains electrical energy from the outside and is capable of outputting electrical energy to the
outside.
Note: It typically includes battery cells, battery management modules (excluding the BCU), battery
enclosures, and related accessories (cooling components, connecting cables, etc.).

3.4 Battery System

An energy storage device consisting of one or more battery packs and related accessories
(management systems, high-voltage circuits, low-voltage circuits, and mechanical assemblies, etc.).

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 GB 38031—2025

3.5 Battery Subsystem

A collection of any energy storage components formed from the components of a battery pack or system.

3.6 Battery Electronics

Electronic devices that collect or simultaneously monitor electrical and thermal data from the battery
pack.
Note: Battery electronics may include cell controllers and electronic components used for balancing between battery
cells. The balancing between battery cells is controlled by battery electronics or through the battery control unit.

3.7 Battery Control Unit

An electronic device that controls, manages, monitors, or calculates parameters related to the electrical
and thermal characteristics of the battery system and provides communication between the battery
system and other vehicle controllers.

3.8 Rated Capacity

The capacity value of a battery cell, module, battery pack, or system measured under the manufacturer's
specified conditions and declared by the manufacturer.
Note: Rated capacity is typically expressed in ampere-hours (Ah) or milliampere-hours (mAh).

3.9 Practical Capacity

The capacity value released from a fully charged battery cell, module, battery pack, or system under the
manufacturer's specified conditions.

3.10 State-of-Charge
The percentage of the practical capacity that can be released from the current battery cell, module,
battery pack, or system under the manufacturer's specified discharge conditions.

3.11 Explosion
The sudden release of energy sufficient to generate a pressure wave or projectiles.
Note: The pressure wave or projectiles may cause structural or physical damage to the surrounding area.

3.12 Fire
A sustained combustion (flame duration greater than 1 second) occurring in any part of the battery cell,
module, battery pack, or system.
Note 1: The duration of the flame exceeding 1 second refers to the duration of a single flame, not the cumulative
duration of multiple flames.
Note 2: The judgment is made visually without dismantling the test object. Sparks and arcing do not constitute
combustion.

3.13 Housing Crack

A mechanical damage to the battery cell, module, battery pack, or system housing caused by internal or
external factors, resulting in the exposure or spillage of internal substances.

3.14 Leakage
The phenomenon where visible substances leak from the battery cell, module, battery pack, or system to
the outside of the test object.
Note: Visible substances are judged visually without dismantling the test object.

3.15 Thermal Event

A phenomenon where the temperature inside the battery pack or system is significantly higher than the
highest operating temperature (as defined by the manufacturer).

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 GB 38031—2025

3.16 Thermal Runaway

A phenomenon where the temperature of the battery cell uncontrollably rises due to a heat release chain
reaction.

3.17 Thermal Propagation

A phenomenon where thermal runaway of one battery cell triggers thermal runaway of the remaining
battery cells in the battery pack or system.

3.18 End-of-Charge Voltage

The maximum voltage allowed for a battery cell, module, battery pack, or system to reach during
charging under the conditions specified by the manufacturer.

3.19 End-of-Discharge Voltage

The minimum voltage allowed for a battery cell, module, battery pack, or system to reach during
discharging under the conditions specified by the manufacturer.

3.20 Body Frame

The spatial frame structure that ensures the strength and rigidity of the vehicle body.
[Source: GB/T 4780—2020, 4.4.3]

4. Symbols and Abbreviations

4.1 Symbols
The following symbols apply to this document:

I1: 1-hour rate discharge current (A), its value equals the rated capacity value.
I3: 3-hour rate discharge current (A), its value equals one-third of the rated capacity value.

4.2 Abbreviations
The following abbreviations apply to this document:

BCU: Battery Control Unit

FS: Full Scale
PSD: Power Spectral Density
RMS: Root Mean Square
SOC: State-of-Charge

5. Safety Requirements

5.1 Battery Cell Safety Requirements

5.1.1: A battery cell, after undergoing the over-discharge test according to 8.1.2, should not catch fire or
explode.
5.1.2: A battery cell, after undergoing the overcharge test according to 8.1.3, should not catch fire or
explode.
5.1.3: A battery cell, after undergoing the external short-circuit test according to 8.1.4, should not catch
fire or explode.
5.1.4: A battery cell, after undergoing the heating test according to 8.1.5, should not catch fire or explode.
5.1.5: A battery cell, after undergoing the temperature cycling test according to 8.1.6, should not catch
fire or explode.
5.1.6: A battery cell, after undergoing the extrusion test according to 8.1.7, should not catch fire or
explode.
5.1.7: A battery cell, after undergoing the safety test following fast charge cycles according to 8.1.8,
should not catch fire or explode.

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 GB 38031—2025
5.2 Battery Pack or System Safety Requirements
5.2.1 A battery pack or system, after undergoing the vibration test as per 8.2.1, should show no leakage,
housing cracks, fire, or explosion. The insulation resistance after testing should not be less than 100 Ω/V. If there is
an AC circuit, the insulation resistance should not be less than 500 Ω/V.
5.2.2 A battery pack or system, after undergoing the mechanical shock test as per 8.2.2, should show no
leakage, housing cracks, fire, or explosion. The insulation resistance after testing should not be less than 100 Ω/V. If
there is an AC circuit, the insulation resistance should not be less than 500 Ω/V.
5.2.3 A battery pack or system, after undergoing the simulated collision test as per 8.2.3, should show no
leakage, housing cracks, fire, or explosion. The insulation resistance after testing should not be less than 100 Ω/V. If
there is an AC circuit, the insulation resistance should not be less than 500 Ω/V.
5.2.4 A battery pack or system, after undergoing the compression test as per 8.2.4, should show no fire or
explosion. The insulation resistance after testing should not be less than 100 Ω/V. If there is an AC circuit, the
insulation resistance should not be less than 500 Ω/V.
5.2.5 A battery pack or system, after undergoing the damp heat cycling test as per 8.2.5, should show no
leakage, housing cracks, fire, or explosion. The insulation resistance within 30 minutes after testing should not be
less than 100 Ω/V. If there is an AC circuit, the insulation resistance should not be less than 500 Ω/V.
5.2.6 A battery pack or system, after undergoing the immersion test as per 8.2.6, should meet one of the
following requirements:
a) When tested as per Method 1, there should be no fire or explosion.
b) When tested as per Method 2, the test should meet the IPX7 requirements in GB/T 4208—2017, and there
should be no leakage, housing cracks, fire, or explosion. The insulation resistance after testing should not be less
than 100 Ω/V. If there is an AC circuit, the insulation resistance should not be less than 500 Ω/V.

5.2.7 After undergoing the thermal stability test as per 8.2.7 (excluding nickel-hydride battery packs or systems),
the following requirements apply:
a) The battery pack or system, after undergoing the external fire test as per 8.2.7.1, should not explode.
b) The battery pack or system or the entire vehicle, after undergoing the thermal propagation analysis and
verification as per 8.2.7.2, should:

1) No fire, no explosion;
2) Provide a thermal event warning signal, and the warning signal should be sent no later than 5 minutes
after thermal runaway of the battery cell is triggered;

3) For battery pack or system-level testing, provide technical documentation indicating that smoke does
not pose a danger to the passenger compartment within 5 minutes before and after the thermal event warning
signal is issued; for vehicle-level testing, smoke should not enter the passenger compartment within 5 minutes
before and after the thermal event warning signal is issued.

5.2.8 A battery pack or system, after undergoing the temperature shock test as per 8.2.8, should show no
leakage, housing cracks, fire, or explosion. The insulation resistance after testing should not be less than 100 Ω/V. If
there is an AC circuit, the insulation resistance should not be less than 500 Ω/V.
5.2.9 A battery pack or system, after undergoing the salt fog test as per 8.2.9, should show no leakage, housing
cracks, fire, or explosion. The insulation resistance after testing should not be less than 100 Ω/V. If there is an AC
circuit, the insulation resistance should not be less than 500 Ω/V.
5.2.10 A battery pack or system, after undergoing the high-altitude test as per 8.2.10, should show no leakage,
housing cracks, fire, or explosion. The insulation resistance after testing should not be less than 100 Ω/V. If there is
an AC circuit, the insulation resistance should not be less than 500 Ω/V.
5.2.11 A battery system, after undergoing the over-temperature protection test as per 8.2.11, should show no
leakage, housing cracks, fire, or explosion. The insulation resistance after testing should not be less than 100 Ω/V. If
there is an AC circuit, the insulation resistance should not be less than 500 Ω/V.
5.2.12 A battery system, after undergoing the over-current protection test as per 8.2.12, should show no
leakage, housing cracks, fire, or explosion. The insulation resistance after testing should not be less than 100 Ω/V. If
there is an AC circuit, the insulation resistance should not be less than 500 Ω/V.
5.2.13 A battery system, after undergoing the external short-circuit protection test as per 8.2.13, should show no
leakage, housing cracks, fire, or explosion. The insulation resistance after testing should not be less than 100 Ω/V. If
there is an AC circuit, the insulation resistance should not be less than 500 Ω/V.
5.2.14 A battery system, after undergoing the overcharge protection test as per 8.2.14, should show no leakage,
housing cracks, fire, or explosion. The insulation resistance after testing should not be less than 100 Ω/V. If there is
an AC circuit, the insulation resistance should not be less than 500 Ω/V.
5.2.15 A battery system, after undergoing the over-discharge protection test as per 8.2.15, should show no
leakage, housing cracks, fire, or explosion. The insulation resistance after testing should not be less than 100 Ω/V. If
there is an AC circuit, the insulation resistance should not be less than 500 Ω/V.
5.2.16 A battery pack, system, or entire vehicle, after undergoing the bottom impact test as per 8.2.16, should
show no leakage, housing cracks, fire, or explosion. The insulation resistance after testing should not be less than
100 Ω/V. If there is an AC circuit, the insulation resistance should not be less than 500 Ω/V.

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 GB 38031—2025

6. Test Conditions

6.1 General Conditions

6.1.1 Unless otherwise specified, the test environment temperature should be 22°C ± 5°C, relative humidity should
be 10% ~ 90%, and atmospheric pressure should be 86 kPa ~ 106 kPa.
6.1.2 If the test object is a battery cell, test can be performed with a fixture. If the battery cell cannot operate
independently, a battery module should be used for testing and must meet the safety requirements of 5.1.
6.1.3 For battery packs or systems that are enclosed by a body frame and constitute the battery pack enclosure,
testing can be performed with the enclosure or body frame.
6.1.4 The battery pack or system test delivery should include necessary operation documents and interface
components required for connection with the test equipment, such as connectors, plugs, and cooling system
interfaces. A typical structure of the battery pack or system is shown in Appendix A. Additionally, sensors, wires, and
fixtures added should not affect the test results. The manufacturer should provide the safety working limits for the
battery pack or system.
6.1.5 The battery pack or system should undergo insulation resistance testing before all tests and after certain tests.
The test position is between the positive and negative output terminals and the electric platform. Specific test
methods are provided in Appendix B.
6.1.6 If a battery pack or system is unsuitable for some tests due to its size or mass, the manufacturer and testing
agency can agree to use a battery subsystem as a replacement test object for all or part of the tests. However, the
battery subsystem used for testing should include all parts related to the vehicle's requirements (such as connecting
components or protective components) and may include the battery management system. If the battery subsystem
is selected for testing, it should be proven that the test results can represent the safety performance of the battery
pack or system under the same conditions.
6.1.7 The method for adjusting SOC to the test target value n%: Fully charge the battery cell, battery pack, or
system according to the charging method provided by the manufacturer, let it stand for 1 hour, and discharge at a
constant current of I3 for a time t, calculated using formula (1), or use the method provided by the manufacturer to
adjust the SOC. After each SOC adjustment, the test object should stand for 30 minutes before the new test begins,
or as per the conditions specified by the manufacturer.

Where:
t — Discharge time, in hours (h);
n — Percentage value of the test target.

6.1.8 The charge and discharge rates, charging and discharging methods, and charge/discharge termination
conditions during the test are provided by the manufacturer.
6.1.9 The actual capacity of the battery cell should not be less than the rated capacity and should not exceed 110%
of the rated capacity. The absolute difference between the actual capacity and the rated capacity for the battery
pack or system should not exceed 5% of the rated capacity.
6.1.10 Unless otherwise specified, the test object should be tested at the highest working state-of-charge (SOC) as
specified by the manufacturer.
6.1.11 The discharge current of the battery cell, battery pack, or system is positive, and the charging current is
negative.

6.2 Measurement Instrument and Equipment Accuracy

The accuracy of measurement instruments and equipment should meet the following requirements:
a) Voltage measurement device: ±0.5% FS;
b) Current measurement device: ±0.5% FS;
c) Temperature measurement device: ±1°C;
d) Humidity measurement device: ±2% (relative humidity);
e) Time measurement device: ±0.1 s;
f) Dimension measurement device: ±0.1% FS;
g) Mass measurement device: ±0.1% FS;
h) Pressure measurement device: ±1% FS.

6.3 Test Process Errors

The error between the control value (actual value) and the target value should meet the following requirements:

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 GB 38031—2025

a) Voltage: ±1%
b) Current: ±1%
c) Temperature: ±2°C
d) Time: ±0.1 s

6.4 Data Recording and Recording Interval

Unless otherwise specified, the recording interval for test data (such as voltage, current, temperature, time, etc.)
should not exceed 15 seconds.

7. Test Preparation

7.1 Battery Cell Test Preparation

7.1.1 Standard Charging

Discharge with a current not less than I3 as specified by the manufacturer until the discharge termination voltage
defined by the manufacturer is reached. Let it stand for 1 hour (or a standing time not exceeding 1 hour as provided
by the manufacturer), then charge according to the method provided by the manufacturer. After charging, let it stand
for 1 hour (or a standing time not exceeding 1 hour as provided by the manufacturer).
If the manufacturer does not provide a charging method, the testing organization and manufacturer should agree on
an appropriate charging method or use the following charging method:
Charge with a current not less than I3 as specified by the manufacturer using constant current until the charging
termination voltage defined by the manufacturer is reached, then switch to constant voltage charging. Stop charging
when the charging current decreases to 0.05 I1, and let it stand for 1 hour (or a standing time not exceeding 1 hour
as provided by the manufacturer).

7.1.2 Pre-treatment

7.1.2.1 Before the formal test begins, the battery cell should first undergo a pre-treatment cycle. The steps are as
follows:
a) Perform standard charging on the battery cell according to 7.1.1;
b) Discharge with a current not less than I3 as specified by the manufacturer until the discharge termination
condition specified by the manufacturer is reached;
c) Let it stand for 1 hour (or a standing time not exceeding 1 hour as provided by the manufacturer);
d) Repeat steps a) ~ c) up to 5 times.

7.1.2.2 If the discharge capacity variation of the battery cell is less than 3% of the rated capacity for three
consecutive discharges, the battery cell is considered to have completed pre-treatment, and the pre-treatment cycle
may be terminated. The average value of the last 3 test results will be taken as the actual capacity.

7.2 Battery Pack or System Test Preparation

7.2.1 Confirmation of Operational Status

Before the formal test begins, the battery electronics or BCU should be in a normal working state.

7.2.2 Pre-treatment

7.2.2.1 Before the formal test begins, the battery pack or system should first undergo a pre-treatment cycle. The
steps are as follows:
a) Charge with a current not less than I3 or according to the manufacturer's recommended charging method until the
manufacturer-specified charging termination condition is reached;
b) Let it stand for 30 minutes or the time specified by the manufacturer;
c) Discharge with a current not less than I3 as specified by the manufacturer until the discharge termination
condition specified by the manufacturer is reached;
d) Let it stand for 30 minutes or the time specified by the manufacturer;
e) Repeat steps a) ~ d) up to 5 times.

7.2.2.2 If the discharge capacity variation of the battery pack or system is not greater than 3% of the rated capacity
for two consecutive cycles, the battery pack or system is considered to have completed pre-treatment, and the pre-
treatment cycle may be terminated. The average value of the last 2 test results will be taken as the actual capacity.

7.2.2.3 Unless otherwise specified, if the time interval between the completion of the pre-treatment cycle and
the highest working state-of-charge and the start of a new test item exceeds 24 hours, a supplementary charge
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 GB 38031—2025

should be performed: charge with a current not less than I3 until the charging termination condition specified by the
manufacturer is reached, or according to the manufacturer’s recommended charging method, and let it stand for 30
minutes or the time specified by the manufacturer.

8. Test Methods

8.1 Battery Cell Safety Test Methods

8.1.1 General Requirements

All safety tests should be conducted under sufficiently protected environmental conditions. If the test object has
additional active protection circuits or devices, they should be removed.

8.1.2 Over-Discharge

8.1.2.1 The test object is a battery cell.

8.1.2.2 Adjust the test object’s state-of-charge to the discharge termination voltage, and discharge at a current of I1
for 30 minutes.
8.1.2.3 After completing the above steps, observe the test object for 1 hour at the test environment temperature.

8.1.3 Overcharge

8.1.3.1 The test object is a battery cell.

8.1.3.2 Standard charge the test object using the method described in 7.1.1.
8.1.3.3 Charge with a current of at least I3 (as specified by the manufacturer) to 1.1 times or 115% of the
manufacturer’s specified charging termination voltage or state-of-charge (SOC), then stop charging.
8.1.3.4 After completing the above steps, observe the test object for 1 hour at the test environment temperature.

8.1.4 External Short-Circuit

8.1.4.1 The test object is a battery cell.

8.1.4.2 Standard charge the test object using the method described in 7.1.1.
8.1.4.3 Apply an external short circuit to the positive and negative terminals of the test object for 10 minutes. The
external circuit resistance should be less than 5 mΩ.
8.1.4.4 After completing the above steps, observe the test object for 1 hour at the test environment temperature.

8.1.5 Heating

8.1.5.1 The test object is a battery cell.

8.1.5.2 Standard charge the test object using the method described in 7.1.1.
8.1.5.3 Place the test object in a temperature chamber. For test objects other than nickel-hydride battery cells, the
temperature chamber should increase in temperature at a rate of 5°C/min from the test environment temperature to
130°C, then maintain this temperature for 30 minutes before stopping the heating process. For nickel-hydride battery
cells, the temperature chamber should increase in temperature at a rate of 5°C/min from the test environment
temperature to 85°C, then maintain this temperature for 2 hours before stopping the heating process.
8.1.5.4 After completing the above steps, observe the test object for 1 hour at the test environment temperature.

8.1.6 Temperature Cycling

8.1.6.1 The test object is a battery cell.

8.1.6.2 Standard charge the test object using the method described in 7.1.1.
8.1.6.3 Place the test object in the temperature chamber, and adjust the temperature of the chamber
according to Table 1 and Figure 1 for 5 cycles.
8.1.6.4 After completing the above steps, observe the test object for 1 hour at the test environment
temperature.

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Table 1 Temperature and Time for One Cycle of Temperature Cycling Test

Temperature
Time Increment Cumulative Time
Temperature (°C) Change Rate
(min) (min)
(°C/min)
25 0 0 0
-40 60 60 13/12
-40 90 150 0
25 60 210 13/12
85 90 300 2/3
85 110 410 0
25 70 480 6/7

Figure 1 Schematic Diagram of Temperature Cycling Test

8.1.7 Compression

8.1.7.1 The test object is a battery cell.

8.1.7.2 Standard charge the test object using the method described in 7.1.1.
8.1.7.3 Perform the test according to the following requirements:
a) Compression direction: Apply pressure perpendicular to the battery cell's electrode plate direction,
or in the direction most likely to experience compression in the vehicle layout;
b) Compression plate form: A semi-cylindrical plate with a radius of 75 mm. The length (L) of the semi-
cylinder should be greater than the dimensions of the compressed battery cell (as shown in Figure 6);
c) Compression speed: No greater than 2 mm/s;
d) Compression extent: Stop compression when the voltage reaches 0 V, or the deformation reaches
15%, or the compressive force reaches 100 kN, or the force is 1000 times the test object's mass;
e) Hold position: Maintain the position for 10 minutes.

8.1.7.4 After completing the above test, observe the test object for 1 hour at the test environment
temperature.

8.1.8 Safety After Fast Charging Cycles

8.1.8.1 The test object is a battery cell charged from 20% SOC to 80% SOC, with a total charging time
not exceeding 15 minutes (excluding battery cells charged only through vehicle energy).
8.1.8.2 Perform the test according to the following steps:

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 GB 38031—2025
a) Adjust to 20% SOC according to the method provided by the manufacturer;
b) Let it stand for 30 minutes or the time specified by the manufacturer;
c) Charge according to the method provided by the manufacturer until 80% SOC, with a charging time
not exceeding 15 minutes;
d) Let it stand for 30 minutes or the time specified by the manufacturer;
e) Repeat steps a) ~ d) 300 times;
f) Perform the external short-circuit test according to 8.1.4.

8.2 Battery Pack or System Safety Test Methods

8.2.1 Vibration

8.2.1.1 The test object is a battery pack or system.

8.2.1.2 According to the installation position, fixation method of the test object in the vehicle, and the
requirements of GB/T 2423.43, install the test object on a vibration table. Apply random and constant
frequency vibration loads to each direction, with the loading sequence recommended as follows: random in
the z-axis, constant frequency in the z-axis, random in the y-axis, constant frequency in the y-axis, random in
the x-axis, and constant frequency in the x-axis (the vehicle driving direction is the x-axis, and the horizontal
direction perpendicular to the driving direction is the y-axis). The testing agency is allowed to choose the
sequence to shorten the conversion time. The testing process should be carried out according to the
specifications of GB/T 2423.56.

8.2.1.3 For battery packs or systems mounted on vehicles other than M1 and N1 categories, the vibration test
parameters should be set according to Table 2 and Figure 2, where the RMS for the x, y, and z axes are 0.52g,
0.57g, and 0.73g, respectively. For test objects with multiple installation orientations (x/y/z), testing should be
conducted according to the installation direction with the largest RMS. For battery packs or systems mounted
on the top of the vehicle, vibration tests should be carried out according to the manufacturer's provided
parameters that are no less than those shown in Table 2 and Figure 2.

8.2.1.4 For battery packs or systems mounted on M1 and N1 category vehicles, the vibration test parameters
should be set according to Table 3 and Figure 3, where the RMS for the x, y, and z axes are 0.50g, 0.45g, and
0.64g, respectively.

Table 2 Vibration Test Conditions for Vehicle Battery Pack or System

(excluding M1 and N1 category vehicles)

Frequency z-axis PSD y-axis PSD x-axis PSD

(Hz) (g²/Hz) (g²/Hz) (g²/Hz)
5 0.008 0.005 0.002
10 0.042 0.025 0.018
15 0.042 0.025 0.018
40 0.0005 — —
60 — 0.0001 —
100 0.0005 0.0001 —
200 0.00001 0.00001 0.00001

Sine Wave Constant Frequency Vibration (2 hours of testing per direction)

z-axis Constant y-axis Constant x-axis Constant

Frequency
Frequency Amplitude Frequency Amplitude Frequency Amplitude
(Hz)
(g) (g) (g)

20 ±1.5 ±1.5 ±2.0

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 GB 38031—2025

Figure 2 Random Vibration Test Curve for Vehicle Battery Pack or System (excluding M1 and N1 category
vehicles)

Table 3 Vibration Test Conditions for M1 and N1 Category Vehicle Battery Pack or System

Frequency z-axis PSD y-axis PSD x-axis PSD

(Hz) (g²/Hz) (g²/Hz) (g²/Hz)
5 0.015 0.002 0.006
10 — 0.005 —
15 0.015 — —
20 — 0.005 —
30 — — 0.006
65 0.001 — —
100 0.001 — —
200 0.0001 0.00015 0.00003

Sine Wave Constant Frequency Vibration (1 hour of testing per direction)

z-axis Constant y-axis Constant x-axis Constant

Frequency (Hz) Frequency Amplitude Frequency Amplitude Frequency Amplitude
(g) (g) (g)

24 ±1.5 ±1.0 ±1.0

Figure 3 Random Vibration Test Curve for M1 and N1 Category Vehicle Battery Pack or System

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 GB 38031—2025

8.2.1.5 During the test, monitor the status of the smallest monitoring unit inside the test object, such as
voltage, temperature, etc.
8.2.1.6 After completing the above test steps, observe the test object for 2 hours at the test environment
temperature.

8.2.2 Mechanical Shock

8.2.2.1 The test object is a battery pack or system.

8.2.2.2 Apply a half-sine shock wave as specified in Table 4 to the test object, with ± ≈ direction for 6 times,
totaling 12 times.
8.2.2.3 The maximum and minimum tolerance ranges for the half-sine shock wave are shown in Table 5 and
Figure 4.
8.2.2.4 The interval between two consecutive shocks should be long enough that the response caused by the
two shocks does not affect each other on the test sample. Generally, the interval should be no less than 5
times the duration of the shock pulse.
8.2.2.5 After completing the above test steps, observe the test object for 2 hours at the test environment
temperature.

Table 4 Mechanical Shock Test Parameters

Test Procedure Parameter Requirements

Shock Waveform Half-sine wave
Test Direction ±z
Acceleration Value 7g
Pulse Time (ms) 6
Number of Impacts 6 times in each positive and negative direction

Table 5 Mechanical Shock Pulse Tolerance Range

Pul se Width ± ≈ Directional Acceleration

Spot Value
ms
g
A 1. 00 0. 00
B 2. 94 5. 95
C 3. 06 5. 95
D 5. 00 0. 00
E 0. 00 2. 68
F 2. 00 8. 05
G 4. 00 8. 05
H 7. 00 0. 00

Figure 4 Schematic Diagram of Mechanical Shock Pulse Tolerance Range

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 GB 38031—2025

8.2.3 Simulated Collision

8.2.3.1 The test object is a battery pack or system.

8.2.3.2 According to the test object's vehicle installation position, fixation method, and the requirements of
GB/T 2423.43, mount the test object horizontally on a cart with brackets. Apply the specified pulse to the cart
based on the test object's usage environment, ensuring the pulse falls within the maximum and minimum
tolerance ranges specified in Table 6 and Figure 5 (the vehicle driving direction is the x-axis, and the
horizontal direction perpendicular to the driving direction is the y-axis). If the test object has multiple
installation orientations (x/y/z), perform the test according to the installation direction with the highest
acceleration.
8.2.3.3 After completing the above test steps, observe the test object for 2 hours at the test environment
temperature.

Table 6 Schematic Diagram of Simulated Collision Pulse Tolerance Range

≤3. 5 t >3. 5 t and <7. ≥7. 5 t

(V e h i c l e Cu r b 5 t (V e h i c l e (V e h i c l e Cu r b
Pulse We i g h t ) Cu r b We i g h t ) We i g h t )
Point Width
ms x-d ire ctio n y-direction x-d ire ctio n y-direct ion x-d ire ctio n y-direction
accelerati on accelerati on accel eration accelerati on accelerati on accelerati on
g g g g g g
A 20 0 0 0 0 0 0
B 50 20 8 10 5 6. 6 5
C 65 20 8 10 5 6. 6 5
D 100 0 0 0 0 0 0
E 0 10 4. 5 5 2. 5 4 2. 5
F 50 28 15 17 10 12 10
G 80 28 15 17 10 12 10
H 120 0 0 0 0 0 0

Figure 5 Schematic Diagram of Simulated Collision Pulse Tolerance Range

8.2.4 Compression

8.2.4.1 The test object is a battery pack or system. For battery packs or systems installed inside the vehicle
body frame, it is allowed to conduct the test with the body structure components included.

8.2.4.2 Perform the test according to the following specifications:

a) Compression plate form (choose one of the two following types of compression plates):

1) The compression plate is as shown in Figure 6, a semi-cylindrical shape with a radius of 75 mm.
The length (L) of the semi-cylinder should be greater than the height of the test object but not
exceeding 1 meter;

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 GB 38031—2025

2) 2) The compression plate is as shown in Figure 7, with dimensions of 600 mm × 600 mm (length ×
width) or smaller, with three semi-cylindrical shapes, each having a radius of 75 mm, and the
distance between the semi-cylinders is 30 mm.

b) Compression direction: x-direction and y-direction (the vehicle driving direction is the x-axis, and the
horizontal direction perpendicular to the driving direction is the y-axis). To ensure safety during the test, the
test can be performed separately on two test objects.

c) Compression position: The weak point position provided by the manufacturer.

d) Compression speed: No greater than 2 mm/s.

e) Compression extent: Stop compression when the compressive force reaches 100 kN or when the
deformation in the compression direction reaches 30% of the overall size in the compression direction. For
cases where compression is performed with the body structure components, stop when the compressive
force reaches 100 kN.

f) Hold position: Maintain the position for 10 minutes.

8.2.4.3 After completing the above test steps, observe the test object for 2 hours at the test environment
temperature.

Figure 6 Schematic Diagram of Compression Plate Type

Figure 7 Schematic Diagram of Compression Plate Type 2

8.2.5 Damp Heat Cycling

8.2.5.1 The test object is a battery pack or system.

8.2.5.2 Perform the test according to GB/T 2423.4 Test Db, with the test parameters set as shown in Figure 8.
The maximum temperature should be 60°C or a higher temperature (if required by the manufacturer), and the
cycle should be repeated 5 times.
8.2.5.3 After completing the above test steps, observe the test object for 2 hours at the test environment
temperature.

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 GB 38031—2025

a) Relative Humidity Curve

b) Temperature Curve

Explanation of Reference Symbols:

a — End of temperature increase;

b — Start of temperature decrease;
c — Recommended temperature and humidity values;
d — Condensation;
e — Drying;
f — One cycle period.

Figure 8 Schematic Diagram of the Damp Heat Cycling Test

8.2.6 Immersion

8.2.6.1 The test object is a battery pack or system that has undergone the 8.2.1 vibration test.
8.2.6.2 Connect the test object with the wiring harness, connectors, and other components according to the
vehicle connection method. Choose one of the following two methods to perform the test.

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 GB 38031—2025
a) Method 1: Place the test object in a 3.5% (by mass) sodium chloride solution for 2 hours in the
direction of the vehicle assembly. The water depth should submerge the test object.
b) Method 2: Perform the test according to the method and process described in GB/T 4208—2017
section 14.2.7. The test object should be fully immersed in water according to the manufacturer’s
specified installation state. For test objects with a height less than 850 mm, the lowest point should be at
least 1000 mm below the water surface; for test objects with a height equal to or greater than 850 mm,
the highest point should be at least 150 mm below the water surface. The test duration is 30 minutes.
The temperature difference between the water and the test object should not exceed 5°C.

8.2.6.3 After completing the test, remove the test object completely from the water and let it stand for 2 hours
at the test environment temperature.

8.2.7 Thermal Stability

8.2.7.1 External Fire

8.2.7.1.1 The test object is a battery pack or system. The body structure that protects the battery pack or
system may also be included in the fire test.
8.2.7.1.2 The test environment temperature should be above 0°C, and the wind speed should not exceed 2.5
km/h.
8.2.7.1.3 During the test, the pan containing gasoline should have a size greater than the horizontal projection
of the test object by 20 cm, but not exceeding 50 cm. The height of the pan should not be higher than 8 cm
above the gasoline surface. The test object should be placed in the center of the pan. The distance between
the gasoline surface and the bottom of the test object should be set to 50 cm or the ground clearance of the
test object’s bottom when the vehicle is in an unloaded state. Water should be added to the bottom layer of
the pan. The burning time should start or end when the test object, fireproof barrier, and the oil pan are all in a
stationary state. A diagram of the external fire test setup is shown in Figure 9.
8.2.7.1.4 The external fire test is divided into the following four stages:
a) Preheating: Ignite the gasoline at least 3 meters away from the test object. After 60 seconds of preheating,
place the oil pan beneath the test object. If the size of the oil pan is too large to move, the test object and its
support may be moved instead.
b) Direct combustion: Expose the test object directly to the flames for 70 seconds.
c) Indirect combustion: Place the fireproof barrier over the oil pan. The test object is tested in this state for 60
seconds. Alternatively, if agreed upon by both parties, continue direct exposure to the flames for another 60
seconds. The fireproof barrier should be made of standard fire-resistant bricks, with the specific hole size as
shown in Figure 10. It can also be made using fireproof materials based on this dimension.
d) Remove from the fire source: Move the oil pan or test object away from the fire source and observe for 2
hours at the test environment temperature, or until the external temperature of the test object drops below
45°C.

Explanation of Reference Symbols:

a — Test object;
b — Test stand;
c — Fireproof barrier (covered with fireproof bricks);
d — Flat tray containing gasoline.

Figure 9 Schematic Diagram of External Fire Test

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 GB 38031—2025
Unit in millimeters

Explanation of Reference Symbols:

a — Fireproof barrier (Fire resistance: SK 30; Composition: 30% ~ 33% Al₂O₃; Density: 1,900 kg/m³ ~ 2,000 kg/m³);
b — Screening holes (Effective hole area: 44.18%; Aperture rate: 20% ~ 22% volume ratio).

Figure 10 Dimensions and Technical Data of the Fireproof Barrier

8.2.7.2 Thermal Propagation

The battery pack, system, or entire vehicle should undergo thermal propagation analysis and verification
according to Appendix C.

8.2.8 Temperature Shock

8.2.8.1 The test object is a battery pack or system.

8.2.8.2 The test object should be placed in an alternating temperature environment between -40°C ~ 60°C (if
required by the manufacturer, a more severe test temperature may be used), and the cycle should be
conducted as shown in Figure 11. The transition time between the two extreme temperatures should be within
30 minutes. The test object should remain in each extreme temperature environment for 8 hours, and the
cycle should be repeated 5 times.

Figure 11 Schematic Diagram of the Temperature Shock Test

8.2.8.3 After completing the above test steps, observe the test object for 2 hours at the test
environment temperature.

8.2.9 Salt Fog

8.2.9.1 The test object is a battery pack or system. For test objects that are completely placed in
the passenger compartment, luggage compartment, or a closed cargo compartment, the salt fog
test may be omitted.

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 GB 38031—2025

8.2.9.2 Perform the test according to the testing method in GB/T 28046.4—2011, section 5.5.2, and
the testing conditions in GB/T 2423.17—2024.
8.2.9.3 The salt solution should be prepared using sodium chloride (chemically pure or analytically
pure) and distilled or deionized water, with a mass concentration of (50±5) g/L. Measure the pH at
35°C to ensure it is between 6.5 and 7.2.
8.2.9.4 Place the test object in the salt fog chamber in the installation state specified by the
manufacturer. Perform the test in a cycle as shown in Figure 12, with each cycle lasting 24 hours.
Spray the test object with the solution for 8 hours at 35°C, then let it stand for 16 hours. During the
4th and 5th hours of the cycle, perform low-voltage power-on monitoring.
8.2.9.5 A total of 6 cycles should be conducted.

Explanation of Reference Symbols:

a — Low voltage power-on monitoring;
b — Wiring completed, but no power;
c — Open (salt spray applied);
d — Closed (salt spray stopped).

Figure 12 Salt Spray Test Cycle

8.2.10 High Altitude

8.2.10.1 The test object is a battery pack or system.
8.2.10.2 Test environment: The atmospheric pressure condition is 61.2 kPa (simulating an altitude of
4000 m), and the temperature is the test environment temperature.
8.2.10.3 Maintain the test environment as specified in 8.2.10.2 and let it stand for 5 hours.
8.2.10.4 After the standing period, maintain the test environment as specified in 8.2.10.2 and discharge
the test object with a current of at least I3 as specified by the manufacturer until the discharge
termination condition specified by the manufacturer is reached.
8.2.10.5 After completing the above test steps, observe the test object for 2 hours at the test
environment temperature.

8.2.11 Over-Temperature Protection

8.2.11.1 The test object is a battery system.
8.2.11.2 At the start of the test, all protection devices that affect the function of the test object and are
related to the test results, except for the cooling system, should be in normal operating condition.
8.2.11.3 The test object should undergo continuous charging and discharging by external charging and
discharging equipment, causing the current to increase the temperature of the battery as quickly as
possible within the manufacturer’s specified normal operating range, until the end of the test.
8.2.11.4 The temperature in the room or temperature chamber should gradually increase from 20°C ±
10°C or a higher temperature specified by the manufacturer until the temperature determined according
to a) or b) (as applicable) is reached, and then maintain this temperature or higher until the end of the
test.
a) If the battery system is equipped with internal overheat protection, the temperature should be
raised to the operating temperature threshold corresponding to the overheat protection of the battery
system to ensure that the temperature of the test object increases according to the specifications in
8.2.11.3.
b) If the battery system is not equipped with any internal overheat protection, the temperature
should be raised to the maximum operating temperature specified by the battery system manufacturer.

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 GB 38031—2025
8.2.11.5 The test should be terminated when any of the following conditions are met:
a) The test object automatically terminates or limits charging or discharging;
b) The test object sends a signal to terminate or limit charging or discharging;
c) The test object's temperature stabilizes, with a temperature change of less than 4°C over 2
hours.
8.2.11.6 After completing the above test steps, observe the test object for 1 hour at the test
environment temperature.

8.2.12 Over-Current Protection

8.2.12.1 The test object is a battery system powered by an external DC power supply.
8.2.12.2 The test conditions are as follows:
a) The test should be conducted at an ambient temperature of 20°C ±10°C;
b) Adjust the SOC of the test object to the middle of the normal operating range as recommended
by the battery system manufacturer (e.g., using external charging and discharging equipment). The
battery system does not need precise adjustment as long as it can operate normally;
c) The over-current and maximum voltage that can be applied should be determined in consultation
with the battery system manufacturer (assuming failure of the external DC power supply).
8.2.12.3 Perform the over-current test according to the following steps, as provided by the battery
system manufacturer:
a) Connect the external DC power supply equipment, change or disable charging control
communication to allow the over-current level determined with the battery system manufacturer;
b) Start the external DC power supply equipment, charge the battery system to the maximum
normal charging current specified by the manufacturer. Then, increase the current from the highest
normal charging current to the over-current level specified in 8.2.12.2c) within 5 seconds and
continue charging.
8.2.12.4 The test should be terminated when any of the following conditions are met:
a) The test object automatically terminates the charging current;
b) The test object sends a signal to terminate the charging current;
c) The test object's temperature stabilizes, with a temperature change of less than 4°C over 2
hours.
8.2.12.5 After completing the above test steps, observe the test object for 1 hour at the test
environment temperature.

8.2.13 External Short-Circuit Protection

8.2.13.1 The test object is a battery system.
8.2.13.2 The test conditions are as follows:
a) The test should be conducted at an ambient temperature of 20°C ±10°C or a higher temperature
specified by the manufacturer;
b) At the start of the test, all protection devices that affect the functionality of the test object and
are related to the test results should be in normal operation.
8.2.13.3 The external short-circuit process is as follows:
a) At the start of the test, the main contactors used for charging and discharging should be closed
(e.g., the relevant relays in the battery system circuit) to represent the operable mode and the
mode that allows external charging. If the test cannot be completed in a single trial, two or more
trials should be conducted.
b) Connect the positive and negative terminals of the test object together. The short-circuit
resistance should not exceed 5 mΩ.
8.2.13.4 Maintain the short-circuit state until any of the following conditions are met:
a) The protection function of the test object activates and terminates the short-circuit current;
b) After the test object's housing temperature stabilizes (with a temperature change of less than
4°C over 2 hours), continue the short circuit for at least 1 hour.
8.2.13.5 After completing the above test steps, observe the test object for 1 hour at the test
environment temperature.

8.2.14 Overcharge Protection

8.2.14.1 The test object is a battery system.
8.2.14.2 The test conditions are as follows:
a) The test should be conducted at an ambient temperature of 20°C ±10°C or a higher
temperature specified by the manufacturer;
Ⅰ 18
 GB 38031—2025
b) Adjust the SOC of the test object to the middle of the normal operating range as recommended by
the battery system manufacturer (e.g., using external charging and discharging equipment). As long
as the test object can operate normally, precise adjustment is not required.
c) At the start of the test, all protection devices that affect the functionality of the test object and are
related to the test results should be in normal operation. All relevant main contactors used for
charging should be closed (e.g., the relevant relays in the battery system circuit).

8.2.14.3 Charging process:

a) The external charging equipment should be connected to the main terminals of the test object, and
the charging control limits of the external charging equipment should be disabled.
b) The test object should be charged by the external charging equipment under the shortest charging
strategy allowed by the battery system manufacturer.

8.2.14.4 Charging should continue until any of the following conditions are met:
a) The test object automatically terminates the charging current;
b) The test object sends a signal to terminate the charging current;
c) If the overcharge protection control of the test object does not take effect, or if the functionality
described in 8.2.14.4a) is not present, continue charging until the test object’s temperature exceeds
the maximum operating temperature by 10°C;
d) If the charging current does not terminate and the test object’s temperature is 10°C below the
maximum operating temperature, continue charging for 12 hours.

8.2.14.5 After completing the above test steps, observe the test object for 1 hour at the test environment
temperature.

8.2.15 Over-Discharge Protection

8.2.15.1 The test object is a battery system.

8.2.15.2 The test conditions are as follows:
a) The test should be conducted at an ambient temperature of 20°C ±10°C or a higher temperature
specified by the manufacturer;
b) Adjust the SOC of the test object to a lower level within the normal operating range as
recommended by the battery system manufacturer (e.g., using external charging and discharging
equipment). As long as the test object can operate normally, precise adjustment is not required;
c) At the start of the test, all protection devices that affect the functionality of the test object and are
related to the test results should be in normal operation. All relevant main contactors used for
discharging should be closed (e.g., the relevant relays in the battery system circuit).

8.2.15.3 The discharging process is as follows:

a) The external discharging equipment should be connected to the main terminals of the test object;
b) In consultation with the battery system manufacturer, discharge at a stable current within the
specified normal operating range.

8.2.15.4 Discharging should continue until any of the following conditions are met:
a) The test object automatically terminates the discharging current;
b) The test object sends a signal to terminate the discharging current;
c) If the automatic interrupt function of the test object does not take effect, or if the functionality
described in 8.2.15.4a) is not present, continue discharging until the test object reaches 25% of its
rated voltage;
d) The test object's temperature stabilizes, with a temperature change of less than 4°C over 2 hours.

8.2.15.5 After completing the above test steps, observe the test object for 1 hour at the test environment
temperature.

8.2.16 Bottom Impact

8.2.16.1 The test object is a battery pack or system mounted on the vehicle's bottom, or the
corresponding entire vehicle. For battery packs or systems mounted on N-class vehicles with a minimum
ground clearance of ≥ 200 mm under fully loaded conditions, no bottom impact test will be conducted.
8.2.16.2 Fix the test object on the test platform and perform the test according to the following
conditions (as shown in Figure 13):
Ⅰ 19
a) Impact head: A hemispherical shape with a diameter of 30 mm, mass of 10 kg, and made of 45# steel;
b) Impact direction: +z-axis direction (the vehicle driving direction is the x-axis, the horizontal direction
perpendicular to the driving direction is the y-axis, and the direction perpendicular to both the x-axis and
y-axis is the z-axis);
c) Impact position: Three bottom protection risk points provided by the manufacturer are used as the
impact positions (covering the front, middle, and rear parts of the battery) and submit the relevant
technical documentation.
d) Impact energy: 150 J ± 3 J.
8.2.16.3 After completing the above test, observe for 2 hours at the test environment temperature.

Index Number Description:

1 — Test object
2 — Bottom of the test object
3 — Impact head
4 — Test stand

Figure 13 Schematic diagram of bottom impact test

9. Same Type Determination

9.1 A battery pack or system is considered to be of the same type if it meets all of the following
conditions:

a) The battery cell and module specifications, model, and manufacturing company are the same;
b) The casing material (metal/non-metal), external shape, and mechanical structure are the same;
c) The installation method is the same, the number of mounting points is the same or increased, the
mounting point positions are the same, and the mounting point structural design is the same;
d) The energy of the batteries inside the battery pack is the same or reduced by no more than 20%;
e) The method of fixing and installing the battery cells and modules is the same;
f) The layout, working method, and cooling medium of the battery pack’s thermal management system
are the same;
g) The flow path arrangement of the battery pack’s thermal management system is the same, and the
specifications and model of the external cooling medium interface of the battery pack are the same;
h) The insulation material is the same;
i) The number of series-connected battery cells and modules is the same, or the number of series-
connected battery cells and modules is reduced, but the internal structure remains unchanged;
j) The hardware specifications, model, and manufacturer of the BMS (Battery Management System)
are the same, the software version is the same (unless it does not affect the safety of the power
battery), and the protection parameters and thresholds in the control software are the same (such as
the same thermal protection strategy, the same thermal alarm strategy, and the same thermal event
alarm signal). The manufacturer of the battery management system is the same;
k) The rated voltage and current load capabilities of the electrical components are not reduced;
l) The number of high-voltage circuits inside the battery pack is the same or reduced;
m) The number, specifications, and arrangement of maintenance switches, high/low-voltage
connectors are the same;
n) The number, specifications, and arrangement of pressure relief devices are the same;
o) The length and width dimensions of the battery pack have a difference from the nominal value
within ±1%, and the height dimension has a difference from the nominal value within ±5%;
p) The mass of the battery pack is between 90% and 103% of the nominal value;
q) For battery packs mounted symmetrically on the vehicle, the external structure of the battery pack
and the arrangement of the battery modules satisfy the mirror symmetry.

Ⅰ 20
 GB 38031—2025

9.2 If partial changes occur in the battery pack or system, supplementary tests on the technical requirements
related to the changed parameters may be conducted according to Table 7. After approval, the modified
battery pack or system will be considered the same type, and there is no need to perform all tests again.

Table 7 Supplemental Test Items for Partial Changes

Additional Test Items If Equivalent Conditions Are Not

No. Equivalent Condition Change
Met
1 Same battery cell/module specifications and manufacturer All test items

Vibration, mechanical shock, simulated crash, compression, thermal shock,

Same enclosure material (metal/non-metal), outer contour, and mechanical
2 structure
damp heat cycle, water immersion, external fire, salt spray, thermal propagation,
bottom impact

Same installation method, same or increased number of mounting points, same Vibration, mechanical shock, simulated crash, water immersion, bottom impact,
3 mounting point positions, and same structural design of mounting points compression

Vibration, water immersion, mechanical shock, simulated crash, compression,

thermal propagation, overcharge protection, over-temperature protection, over-
4 Same or ≤20% reduction in energy within battery pack
discharge protection, overcurrent protection, short-circuit protection, bottom
impact

Vibration, mechanical shock, simulated crash, compression, water immersion,

5 Same fixation and installation methods for battery cell/module
bottom impact

Vibration, water immersion, mechanical shock, simulated crash, compression,

6 Same thermal management system layout, operating method, and coolant
thermal propagation, bottom impact

Same internal coolant channel layout, and same external coolant interface
7 specifications
Vibration, water immersion, mechanical shock, simulated crash, bottom impact

8 Same thermal insulation material Thermal propagation, external fire

Vibration, water immersion, mechanical shock, simulated crash, compression,

Same number of battery cells/modules in series; or fewer in series with thermal propagation, overcharge protection, over-temperature protection, over-
9 unchanged internal structure discharge protection, overcurrent protection, short-circuit protection, bottom
impact
Same BMS hardware specification and manufacturer, same software version
(unless changes do not affect battery safety), same protection parameters and Over-temperature protection, short-circuit protection, overcharge protection, over
10 thresholds in control software (e.g., same thermal protection/alarm strategies), -discharge protection, overcurrent protection, thermal propagation
same BMS manufacturer

Over-temperature protection, short-circuit protection, overcharge protection, over

11 No reduction in rated voltage or current capacity of electrical components
-discharge protection, overcurrent protection

Over-temperature protection, short-circuit protection, overcharge protection, over

12 Same or fewer high-voltage circuits in battery pack
-discharge protection, overcurrent protection, thermal propagation

Same quantity, specifications, and layout of service switches and high/low- Vibration, external fire, water immersion, short-circuit protection, overcurrent
13 voltage connectors protection

Vibration, external fire, thermal shock, damp heat cycle, water immersion, salt
14 Same quantity, specifications, and layout of pressure relief devices
spray, thermal propagation

Vibration, water immersion, simulated crash, mechanical shock, compression,

15 Same length and width within ±1% of nominal, and height within ±5% of nominal
thermal propagation, bottom impact

16 Same battery pack mass within 90%–103% of nominal value Vibration, water immersion

Vibration, simulated crash, mechanical shock, external fire, compression,

Symmetrical battery pack installation on vehicle, with mirrored outer structure and
17 module layout
thermal shock, damp heat cycle, high altitude, water immersion, thermal
propagation, bottom impact

10. Implementation of the Standard

For new vehicle models applying for type approval, the standard shall be implemented from the date of
implementation of this document; for vehicle models that have already obtained type approval, the standard
shall be implemented starting from the 13th month after the implementation of this document.

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 GB 38031—2025

Appendix A

(Informative)
Typical Structure Examples of Battery Packs and Systems

A.1 Battery Pack

The typical structure of a battery pack usually includes the battery cells, components, high-voltage circuits,
overcurrent protection devices, and interfaces with other external systems (such as cooling, high voltage,
auxiliary low voltage, and communication systems). Figure A.1 shows a typical structure of a battery pack.

Legend for Symbols:

In — Coolant inlet
Out — Coolant outlet

Figure A.1 Typical Battery Pack Structure

A.2 Battery System

There are two typical structures of a battery system: one is the battery system integrated with the battery
control unit, and the other is the battery system with an external battery control unit. These are shown in
Figure A.2 and Figure A.3, respectively.

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 GB 38031—2025

Legend for Symbols:

In — Coolant inlet
Out — Coolant outlet
Figure A.2 Typical Structure of a Battery System with Integrated Battery Control Unit

Legend for Symbols:

In — Coolant inlet
Out — Coolant outlet.
Figure A.3 Typical Structure of a Battery System with Externally Integrated Battery Control Unit

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 GB 38031—2025

Appendix B
(Normative)
Battery Pack or System Insulation Resistance Test Method

B.1 Test Conditions

The battery pack or system should be in a fully charged state as specified by the manufacturer. The test
environment temperature should be 22°C ± 5°C, and the relative humidity should be 10% ~ 90%.
The internal resistance of the voltage detection tool should be no less than 10 MΩ. If the insulation monitoring
function affects the insulation resistance test of the battery pack or system during measurement, the insulation
monitoring function should be turned off, or the insulation resistance monitoring unit should be disconnected
from the B-level voltage circuit to avoid affecting the measurement value. Otherwise, the manufacturer may
choose whether to turn off the insulation monitoring function or disconnect the insulation monitoring unit from
the B-level voltage circuit.

B.2 Insulation Resistance Test Method

B.2.1 Method 1
B.2.1.1 Activate the power and electronic switches inside the battery pack or system to ensure the battery
system is in the connected state.
B.2.1.2 Use two identical voltage detection tools to simultaneously measure the voltage between the positive
and negative output terminals of the battery pack or system and the electric platform, as shown in Figure B.1.
Wait for the readings to stabilize; the higher reading is U1, and the lower reading is U1'. The electric platform
of the battery pack or system can be its conductive outer shell, which is connected to the vehicle's electric
platform.

Figure B.1 Insulation Resistance Measurement Step 1

B.2.1.3 Add a known resistance R0, with a recommended value of 1 MΩ, as shown in Figure B.2, in parallel
between the U1 side terminal of the battery pack or system and the electric platform. Then, use the two
voltage detection tools from B.2.1.2 to simultaneously measure the voltage between the positive and negative
output terminals of the battery pack or system and the electric platform. Wait for the readings to stabilize, and
the measurement values will be U2 and U2'.

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 GB 38031—2025

Figure B.2 Insulation Resistance Measurement – Step 2

B.2.1.4 Calculate the insulation resistance Ri using the following method:

Ri can be calculated by substituting the known resistance R0, the four voltage values U1, U1', U2, and U2',
and the internal resistance r of the voltage detection equipment into Formula (B.1) or Formula (B.2).

………………………… ( B. 1 )

………………………… ( B. 2 )
-

B.2.2 Method 2

B.2.2.1 Ensure that the battery pack or system is in the connected state.
B.2.2.2 Use an insulation resistance meter to separately measure the insulation resistance between the
positive and negative output terminals of the battery pack or system and the electric platform. The electric
platform of the battery pack or system can serve as the conductive outer shell connected to the vehicle's
electric platform.
B.2.2.3 Measurement voltage: The measurement voltage used should be 1.5 times the nominal voltage of
the battery pack or system, or 500 V (d.c.), whichever is higher.
B.2.2.4 Measurement time: The applied voltage should be maintained for at least 30 seconds to obtain stable
readings.

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 GB 38031—2025
Appendix C
(Normative)
Thermal Propagation Analysis and Verification Report

C.1 General Principles

After thermal runaway caused by internal short-circuiting of a single cell, the battery pack or system should
not catch fire or explode. It should provide a thermal event alarm signal no later than 5 minutes after the
thermal runaway occurs. Additionally, within 5 minutes before and after the thermal event alarm signal is
issued, the smoke should not pose a danger to the occupant compartment.

C.2 Manufacturer-Defined Thermal Event Alarm Signal Description

C.2.1 Parameters that trigger the alarm (such as temperature, temperature rise rate, SOC, voltage drop,
current, etc.) and the associated threshold levels (which are usually clearly distinct from the manufacturer’s
specified operational state).
C.2.2 Alarm signal description: Describe the sensors and the control of the battery pack or system during a
thermal event.

C.3 Safety Documentation for the Battery Pack or System

C.3.1 In the case of thermal runaway of a single battery cell, the battery cell, battery pack, system, or the
entire vehicle should be capable of achieving the functions or characteristics described in C.1. The
manufacturer should provide the safety documentation outlined in C.3.2 to C.3.5.
C.3.2 Risk reduction analysis: Use appropriate standard methods to record the risks posed to vehicle
occupants due to thermal runaway of a single battery cell and the mitigation features or functions adopted to
reduce the risks (e.g., fault analysis in GB/T 34590, ISO 26262, GB/T 20438, IEC 61508, or similar methods).
C.3.3 System diagrams for the relevant physical systems and components. Relevant systems and
components refer to those that help achieve the functions or characteristics described in C.1.
C.3.4 Diagrams that represent the functional operation of the relevant systems and components, confirming
all risk mitigation features or characteristics.
C.3.5 The manufacturer should provide a testing procedure and results document for the risk mitigation
functions or features of the battery pack or system. The document should include the following parts:
a) Description of the operating strategy.
b) Identification of the physical systems or components that implement the function.
c) Technical documentation of the risk mitigation function (program and result data from analysis or simulation
verification).
d) Technical documentation of the risk mitigation function (program and result data from verification tests),
including the following parts:

1) Test time, location, and product technical parameters;

2) Test procedure: including test methods, test objects, triggering objects, monitoring point layout plan,
conditions for thermal runaway trigger, and a list of modifications made to the test object. The
manufacturer may provide their own test procedure or refer to the procedure described in C.5;
3) Test results: including photos, data, and time of key test events (thermal runaway trigger, thermal
runaway occurrence, thermal runaway trigger stop, thermal event alarm signal, external smoke, fire,
explosion, etc.).
e) If the manufacturer uses the battery pack or system as the test object in C.5, the technical
documentation of the risk mitigation function should include a description that, before the thermal event
alarm signal is issued and within 5 minutes after the alarm signal is issued, the smoke does not pose a
danger to the occupant compartment.

C.4 Verification and Documentation Provision

C.4.1 The testing agency will verify the results based on the technical documentation and test procedures
provided by the manufacturer and provide a test report.
C.4.2 The thermal propagation analysis and verification report should include the three reports listed in Table
C.1. The first and second reports should be provided by the manufacturer, and the third report should be
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 GB 38031—2025

issued by the testing agency. The verification tests described in C.3.5 d) and C.4 can be the same test
conducted at the same testing agency.

Table C.1 Detailed Contents of the Thermal Propagation Analysis and Verification Report

Number Report Title Corresponding Sections

1 Manufacturer-Defined Thermal Event Alarm Signal Description C.2.1, C.2.2

2 Technical Documentation on the Safety of the Battery Pack or System C.3.2, C.3.3, C.3.4, C.3.5

Test Report for Results Verification Based on Manufacturer’s

3
Technical Documents and Test Procedures

C.5 Thermal Propagation Verification Test Procedure

C.5.1 Test Object

The test object is a battery pack, system, or entire vehicle.

C.5.2 Test Conditions

The test should be conducted under the following conditions:

a) The test should be conducted in an indoor environment with a temperature above 0°C, relative humidity
between 10% ~ 90%, and atmospheric pressure between 86 kPa ~ 106 kPa, or in an environment with wind
speed not exceeding 2.5 km/h. Before the test, the temperature of the battery pack or system should be
adjusted to 22°C ± 5°C.
b) Before the test begins, adjust the SOC of the test object. For battery packs or systems designed for
external charging, the SOC should be adjusted to no less than 95% of the manufacturer’s specified maximum
working state; for battery packs or systems designed to be charged solely via the vehicle’s energy, the SOC
should be adjusted to no less than 90% of the manufacturer’s specified maximum working state.
c) Avoid unnecessary modifications to the test sample during the test. The manufacturer should submit a list
of any modifications made. Modifying the test sample to a certain extent may result in an inability to charge,
so the SOC of the test object should be confirmed to meet the requirements before the test begins.
d) Before the test starts, confirm that the test object and test setup are in normal condition. For battery pack or
system level testing, the operational status of the battery pack or system (such as whether the battery
management system and thermal management system are operating) should align with the control strategy
used during the 1-hour power-down state of the power battery. For vehicle-level testing, the vehicle’s
dashboard and central control screen should display normally with no warning messages. Video capture
devices should be set up inside the passenger compartment to ensure the interior space can be observed in
real-time. The vehicle should adopt the control strategy used during the 1-hour power-down state, with the
vehicle in park mode, doors, windows, and sunroof closed, and air conditioning off.

C.5.3 Test Methods

C.5.3.1 It is recommended to use C.5.3.3, C.5.3.4, or C.5.3.5 as optional triggering methods for the thermal
propagation test. The manufacturer may choose one of these methods or select another method to trigger
thermal runaway.
C.5.3.2 Thermal runaway triggering object: The battery cell inside the test object. Choose a battery cell near
the center of the battery pack or one that is surrounded by other battery cells.
C.5.3.3 Needle penetration method to trigger thermal runaway:
a) Needle material: Steel;
b) Needle diameter: 3 mm ~ 8 mm;
c) Needle tip shape: Conical, with an angle between 20° ~ 60°;
d) Needle penetration speed: 0.1 mm/s ~ 10 mm/s;
e) Needle penetration position and direction: Choose the position and direction that can trigger thermal
runaway in the battery cell (for example, perpendicular to the electrode direction);
f) Needle penetration stop condition: Continue until thermal runaway occurs, or until the needle penetration
depth reaches 90% of the battery cell's dimension in the direction of the needle penetration.

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 GB 38031—2025

g) The needle penetration hole in the battery pack should be sealed with sealing material to suppress
the venting from the needle penetration hole.

C.5.3.4 External Heating Method to Trigger Thermal Runaway: Use a planar or rod-shaped heating device,
with its surface covered by ceramic, metal, or insulating layers. For a block-type heating device with the same
dimensions as the battery cell, it can be used to replace one of the battery cells, with direct contact with the
surface of the triggering object; for a film heating device, it should always be attached to the surface of the
triggering object. The heating area of the heating device should not exceed the surface area of the battery cell
being heated. The heating surface of the heating device should be in direct contact with the surface of the
battery cell, and the position of the heating device should correspond to the position of the temperature sensor
specified in C.5.3.6. When heating the triggering object, the recommended heating power is shown in Table
C.2. The triggering should stop when thermal runaway occurs or when the temperature at the monitoring point
defined in C.5.3.6 reaches 300°C.

Table C.2 Heating Power Selection

Triggering Object Energy E Heating Power

Wh (W)
E < 100 30 ~ 300
100 ≤ E < 400 300 ~ 1,000
400 ≤ E < 800 300 ~ 2,000
E ≥ 800 > 600

C.5.3.5 Internal Heating Method to Trigger Thermal Runaway: Use the heating plates recommended in
Table C.3 to prepare battery cells and battery packs with built-in heating plates, and perform heating.

Table C.3 Heating Plate Specifications and Usage Instructions

Internal Heating Method Parameters/Description

Material Cu + insulation layer, or other suitable resistive heating elements

Area 15 mm × 15 mm ~ 60 mm × 60 mm
Heating Plate
Specifications Thickness ≤ 0.5 mm
For triggering objects with energy E < 500 Wh, heating plate power is
Power 150 W ~ 700 W; For triggering objects with energy E ≥ 500 Wh,
heating plate power is 200 W ~ 700 W
Placement Location Center of the coil or stack surface
Usage
Instructions Resin glue (such as epoxy resin), or other suitable structural sealing
Sealing of lead holes and wire ends
methods

C.5.3.5.1 The preparation process for the battery cell with an internal heating plate and its battery pack is as
follows:

a) Before preparing the battery cell with the internal heating plate, a suitable hole should be made in the
outer casing of the battery cell to allow the connecting wires of the heating plate to be led out from inside
the battery cell.
b) Before packaging the battery cell, place the heating plate at the center of the coil or stack surface.
c) After the battery cell is packaged, seal the lead-out hole on the outer casing of the battery cell and the
ends of the heating plate's connecting wires (see Figure C.1). After sealing, proceed with the
conventional manufacturing process to produce the battery cell.
d) Assemble the battery cell into the battery pack using the conventional manufacturing process. Lead
the connecting wires of the heating plate out from the battery pack, and seal the lead-out position.

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 GB 38031—2025

a) Hard case and pouch cell b) Cylindrical cell

Legend for Index Numbers:
1 — Heating sheet
2 — Connecting wire
3 — Sealing position

Figure C.1 Schematic Diagram of Heating Device Arrangement and Connecting Wire Routing

C.5.3.5.2 Test Procedure: Heat the triggering object. Stop triggering when thermal runaway occurs or when
the temperature at the monitoring point defined in C.5.3.6 reaches 300°C.

C.5.3.6 Monitoring Point Layout Plan is as follows:

a) Voltage or temperature monitoring should use the original circuit or an additional test circuit. The sampling
interval for temperature data should be less than 1 second.
b) When triggering with needle penetration, the temperature sensor should be placed near the short-circuit
point, or the temperature of the needle can also be used (as shown in Figure C.2).

Reference Number Explanation:

1— Triggering object;
2— Needle penetration position;
3— Temperature sensor.

Figure C.2 Schematic Diagram of Temperature Sensor Layout during Needle Penetration Triggering

c) During heating triggering, the temperature sensor should be placed on the side opposite to the heat
conduction, that is, installed on the side opposite the heating device (as shown in Figure C.3, Figure C.4).

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 GB 38031—2025

a) Hard case and pouch cell b) Cylindrical cell - I c) Cylindrical cell - II

Legend for Symbols:

Battery Cell
Heating Device

Heating Device
Temperature Sensor
Figure C.3 Schematic Diagram of the Temperature Sensor Placement when External
Heating is Triggered

a) Hard case and pouch cell b) Cylindrical cell

Legend for Symbols:
Battery Cell
Heating Device
Temperature Sensor

Figure C.4 Schematic Diagram of Temperature Sensor Layout during Internal Heating Triggering

C.5.3.7 Thermal Runaway Triggering Conditions:

a) The triggering object experiences a voltage drop, and the drop exceeds 25% of the initial voltage;
b) The temperature at the monitoring point reaches the manufacturer’s specified maximum operating
temperature;
c) The temperature rise rate at the monitoring point, dT/dt, is ≥ 1°C/s, and it lasts for more than 3 seconds.

When a) and c) or b) and c) occur, thermal runaway is considered to have happened. If the thermal runaway
triggering method used does not trigger thermal runaway in the battery cell, to ensure the safety of the
occupants and property, it must be demonstrated that none of the three recommended methods mentioned
above will cause thermal runaway.

C.5.3.8 After the triggering of thermal runaway in the battery cell, observe the test object at the test
environment temperature until the temperatures at all monitoring points are no higher than 60°C, with a
minimum observation time of 2 hours, then the test is concluded.

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 GB 38031—2025

References

[1] GB/T 4780—2020 Automotive Body Terminology

[2] GB/T 20438 (All Parts) Functional Safety of Electrical/Electronic/Programmable Electronic Safety-Related
Systems
[3] GB/T 34590 (All Parts) Road Vehicles - Functional Safety
[4] ISO 26262 (All Parts) Road Vehicles—Functional Safety
[5] IEC 61508 (All Parts) Functional Safety of Electrical/Electronic/Programmable Electronic Safety-Related
Systems

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