特斯拉副总裁陶琳最近给我们描绘了一幅「颇具温情」的用车场景： 家长们可以通过特斯拉 App 为刚刚拿到驾照的「孩子」设定车辆的最高速度、最大加速度，还可以一键开启一系列主动安全功能，甚至还有「宵禁通 知」——晚上 11 点到凌晨 4 点之间，只要车辆被启用，家长就会立刻收到提醒。 当然了，如果家长就是车主的话，那么外借车辆时限制其性能这件事非常合情合理，另一方面，经验不足的年轻驾驶员事故率确实相对较高。然而，「孩 子」这个说法放在中文语境下，未免有些幼龄化之嫌。要知道，关于未成年人刑事责任年龄的改革的讨论都已经持续十来年了。 孩子？多大的孩子开啊？ 众所周知，不同于特斯拉的「老家」美国，在我国获取机动车驾驶证的最低年龄为 18 岁，这意味着，我国的机动车驾驶员完全具备承担民事和刑事责任 的能力—— 这或许就是部分网友感到疑惑的原因。 现如今，车企们正以前所未有的热情，深度参与到我们日常驾驶的每一个细枝末节之中。特斯拉这层包裹着科技糖衣的「父爱」，究竟是科技进步带来的 贴心守护，还是一种在无形中逐渐模糊用户自主权边界、不请自来的「越俎代庖」？ 末了在附上一句「希望特斯拉的设计可以让每个家庭平安用车」，听上去满是 ...

行业统计数据显示，我国新能源汽车售后服务人才缺口达82.4 万人。但与此同时，第三方汽修厂难以吃到新能源转型的红 利，车企通过多种手段抵制第三方汽修厂参与新能源车维修， 但整车厂授权渠道的密度和覆盖范围又无法满足消费者修车的 便利性要求。 作者： 周信 封图：图虫创意 维修新能源汽车成了2025年的"高危职业"，这是目前流传在汽车维修圈的一个苦涩的段子。段子 背后，折射出新能源汽车存在的"维修权"不明、"维修难"等多重窘境。 "目前正在开庭中，2025年最悲惨的汽车维修工就是我。"5月上旬，汽修博主"龙哥修特斯拉（满 格电新能源）"向经济观察报表示，目前他已经被国内三家新能源车企告上法庭，原因是他给这几 个品牌的车主维修车辆，并拍视频发到短视频平台，"我拍这些修车视频，原本是想帮助车主省钱 避坑，结果他们三家把我当地主斗。" 与"龙哥"的遭遇相似，上海的两位修车师傅"大刘和小刘"在2024年因为"解锁"了两块被锁定的新 能源车电池包，被告上法庭，后被上海市嘉定区人民法院判处"破坏计算机信息系统罪"，大刘被 判有期徒刑6个月，缓刑1年；小刘被判拘役6个月，缓刑6个月；违法所得及犯罪工具予以没收。 "我也遇到过这 ...

Core Viewpoint - The repair of electric vehicles has become a "high-risk profession" due to unclear "repair rights" and difficulties in maintenance, leading to legal disputes between repair technicians and car manufacturers [1][2]. Group 1: Legal Issues and Repair Rights - Several repair technicians have faced lawsuits from electric vehicle manufacturers for providing maintenance services, highlighting the tension between consumer rights and corporate control over vehicle repairs [1][2]. - The case of two technicians in Shanghai, who were sentenced for "damaging computer information systems" after unlocking battery packs, exemplifies the legal risks associated with independent repairs [1][4]. - The legal framework surrounding vehicle ownership and repair rights is under scrutiny, with consumers questioning whether they truly own their vehicles or merely have usage rights due to restrictions imposed by manufacturers [5][6]. Group 2: Repair Costs and Market Dynamics - The cost of repairing electric vehicles is often higher than anticipated, with significant expenses arising from the need to replace rather than repair components, particularly battery packs [8][9]. - Data indicates that the average annual maintenance cost for electric vehicles is 1,046 yuan, compared to 2,072 yuan for gasoline vehicles, but specific repairs can be disproportionately expensive [8][9]. - The high repair costs are attributed to manufacturers' control over the supply of parts and the limited competition in the aftermarket, which restricts third-party repair shops from participating effectively [3][12]. Group 3: Industry Challenges and Regulatory Environment - There is a significant talent gap in the electric vehicle after-sales service sector, with a shortage of 824,000 skilled workers [3]. - The current regulatory framework has not effectively enforced the transparency of repair information, which is crucial for enabling competition and consumer choice in the repair market [12][13]. - Recent government initiatives aim to lower repair costs and improve the supply chain for electric vehicle parts, but the implementation of these policies remains a challenge [14][15].