Vikram Solar Bags 124 MW Module Supply Order from Capital Energy

Delhi Regulator Approves Tariff for BSES Rajdhani’s 25 MWh BESS Project

METLEN Agrees to Sell 165 MW Solar, 725 MWh Storage Project in Chile

Delhi Floats Consultancy Tender to Set Up Rooftop Solar Systems

Premier Energies, RCT India Plan 12 GWh Battery Storage Unit in Telangana

Sonnedix Secures $1.3 Billion Refinancing for 1 GW Chile Portfolio

Rebaba Raises $4.6 Million to Expand Second-Life Battery Storage in Europe

GESCOM Floats Tender for 60 MW Distributed Solar Projects

Daily News Wrap-Up: India Adds 8.2 GWh Battery Storage in 1H 2026

India’s Polysilicon Manufacturing Pipeline Reaches 30 GW but Production Yet to Begin 

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					</table>China’s Ministry of Industry and Information Technology (<a href="https://www.miit.gov.cn/" target="_blank" rel="noopener">MIIT</a>) has issued clarifications on mandatory national standards covering solar photovoltaic module safety, labeling, energy efficiency, and energy consumption in silicon manufacturing.
The clarifications address their applicability to domestic and export markets, existing inventories and contracts, module efficiency, product testing, labeling, and enforcement.
Three standards covering energy consumption and efficiency will take effect on January 1, 2027. These include GB 29447-2026, which covers energy-consumption limits for polysilicon and germanium products; GB 47835-2026, which covers energy-consumption limits for monocrystalline silicon products; and GB 47834-2026, which specifies minimum energy-efficiency values and efficiency grades for crystalline silicon modules and inverters.
Two additional standards, GB 47739-2026 on photovoltaic module safety requirements and GB 47740-2026 on module nameplate and labeling requirements, will come into effect on June 1, 2027.
Products manufactured exclusively for export will not be subject to China&#8217;s mandatory national standards if contractual agreements in the destination market govern the technical requirements. However, products originally manufactured for export but subsequently sold in China must comply with the applicable mandatory standards.
Products sold after the implementation date must comply with the standards regardless of when they were manufactured. Manufacturers must use the transition period to manage production schedules and clear existing inventories.
Companies with long-term supply contracts specifying requirements below the new mandatory standards have also been advised to complete deliveries before implementation where possible. Contracts extending beyond the implementation date should be renegotiated to bring their technical requirements into compliance.
Modules manufactured before implementation may be reworked to comply with the new standards. However, simply replacing a nameplate will not be sufficient. Reworked modules must substantively meet all applicable technical provisions and undergo relevant testing and certification again.
China has also clarified that downgraded Grade-B photovoltaic modules sold in the domestic market will fall under regulatory supervision after the standards take effect.
The standards also require the QR-code link to remain accessible throughout the module&#8217;s expected service life.
For module power labeling, modules must undergo current-voltage testing under standard test conditions before leaving the factory. The difference between measured maximum power and nameplate power cannot exceed the smaller of the manufacturer&#8217;s declared tolerance limits and ±2%.
The energy-efficiency standard does not require manufacturers to carry out environmental stress degradation testing for every shipment. Companies may determine the testing frequency based on internal quality-control procedures, certification requirements, and buyer specifications.
For module safety testing, the standards mandate calculating the static mechanical test load by applying a safety factor of at least 1.5 to the design load.
China’s installed solar power capacity <a href="https://www.mercomindia.com/chinas-solar-capacity-reaches-1-29-tw-in-july-up-16-yoy" target="_blank" rel="noopener">reached</a> 1.29 TW at the end of July 2026, up 16.1% year-over-year, according to the latest electricity statistics released by the National Energy Administration.

China Rolls Out New Mandatory Solar Module, Energy Efficiency Standards

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					</table>The Ministry of Heavy Industries (<a href="https://heavyindustries.gov.in/" target="_blank" rel="noopener">MHI</a>) has amended the testing parameters for enhancing the human safety of electric vehicles (EVs), incentivized under the production-linked incentive (PLI) program for automobiles and auto components and the Faster Adoption and Manufacturing of Electric and Hybrid Vehicles (FAME) II program.
The new safety measures will be made mandatory from October 1, 2023, for claiming incentives under the PLI and FAME II programs.
Requirements for Electric Power Train Vehicles  
The rechargeable electric energy storage system (REESS) with 100% state of charge (SOC) will be tested for ingress protection IP X7 as per IEC 60529. There should be no fire or explosion during the IP X7 testing of REESS. Alternatively, immersion into water test can be performed per ISO 6469-1:2019 for medium (M) and heavy (N) category vehicles.
Battery Management System for REESS 
The battery management system should be a microprocessor or microcontroller-based circuit.
It should comply with the electromagnetic compatibility requirements per AIS 004 Part 3 or AIS 004 Part 3 Rev 1 as applicable.
The battery management system should be verified for the following safety features during REESS testing:
<ul>
<li>Over-charge protection</li>
<li>Over-discharge protection</li>
<li>Over-temperature protection</li>
<li>Overcurrent protection</li>
<li>Short circuit protection</li>
</ul>
Thermal Propagation Test
A thermal propagation test has been introduced to assess the REESS&#8217; capacity to endure thermal propagation, which may occur due to an internal short circuit causing a single-cell thermal runaway, and this process should not lead to the ignition or explosion of the REESS.
The manufacturer of the REESS is required to provide a risk reduction analysis using recognized industry-standard methods. This analysis should outline the potential hazards to vehicle users and bystanders stemming from thermal propagation triggered by an internal short circuit resulting in a single-cell thermal runaway. It should also detail how the identified risk mitigation measures or features contribute to reducing these risks.
The manufacturer of the REESS is required to provide a comprehensive system diagram encompassing all pertinent physical systems and components. These relevant systems and components play a role in safeguarding vehicle users and bystanders against potential risks arising from thermal propagation triggered by a single-cell thermal runaway.
Acceptance Criteria
During the thermal propagation test of REESS, there should be no evidence of fire and explosion triggered by a single-cell thermal runaway.
The REESS should have an audio-visual warning for early detection of thermal events or gases in case of thermal runaway of cells. This warning should be activated at least five minutes before thermal propagation, such as fire and explosion.
Test Procedures 
The thermal propagation test should encompass the entire REESS or the relevant REESS subsystems, which include the cells and their electrical connections. If manufacturers opt to conduct the test on the related subsystem, they must demonstrate that the test outcomes reasonably reflect the safety performance of the complete REESS under identical conditions. If the electronic management unit for the REESS is not physically integrated within the cell enclosure, it must remain functional during the test.
Test Conditions
The test should take place under controlled conditions, specifically at a temperature of 25 ± 2°C. At the start of the test, the SOC should be set to a minimum of 95%.
The test can be carried out using a modified testing apparatus designed to minimize the impact of any modifications made. The manufacturer must furnish a list detailing the modifications applied. Additionally, the test should be conducted within an indoor testing facility or shelter to eliminate the potential influence of wind.
Initiation Method 
The test necessitates the utilization of a block heater, film heater, or an alternative heating device to initiate thermal runaway. If employing a block heater of the same size as the component cell, one of the component cells must be substituted with the heater. In the case of a block heater smaller than a component cell, it can be positioned within the module in direct contact with the surface of the initiation cell. If opting for a film heater, it must be affixed to the surface of the initiation cell.
The heating process should adhere to the following conditions:
<ul>
<li>A plate or rod heater should be employed, encompassed by ceramics, metal, or insulating material. The heating area of the heater that makes contact with the cell should, whenever possible, not exceed the surface area of the cell.</li>
<li>Upon installation, the heater should be gradually heated to its maximum power. The initiation process should be terminated when thermal runaway is detected or when the measured temperature exceeds 300°C. The cessation of initiation through heating should be achieved within a 30-minute timeframe.</li>
<li>The heater&#8217;s heating area should be in direct contact with the cell surface, and the heater should efficiently transmit its heat to the initiation cell.</li>
<li>The selection of the initiation cell should consider accessibility through the chosen triggering method and prioritize cells where heat generated by thermal runaway can most readily propagate to adjacent cells.</li>
</ul>
Measurement of Voltage and Temperature
When measuring voltage, it is essential to ensure that the original electrical circuit remains unaltered. The temperature sensor&#8217;s accuracy should fall within the range of ± 2°C, with a sampling interval of less than one second.
The battery cells used in constructing the REESS must display a visible manufacturing date, including the month and year of production. The REESS manufacturer should also imprint the manufacturing date on the battery pack.
The cells employed in the REESS assembly should hold certification per IS 16893-Part 2 and Part 3, issued by either a NABL-accredited laboratory or a testing agency authorized under CMV Rule 126.
To monitor cell temperatures, the battery pack within the REESS should be equipped with a minimum of four temperature sensors. These sensors must be strategically positioned to provide accurate temperature readings. If the temperature exceeds 60°C, an audio-visual alarm should activate as a warning. If the vehicle is in operation, the battery management system should gradually cut off the power supply to the motor.
The REESS should incorporate active paralleling circuits to facilitate the parallel connection of strings, thereby eliminating the occurrence of circulating currents. These power semiconductor devices, employed for interconnecting strings, also serve as protective safety switches capable of identifying and isolating faulty strings.
Maintaining an adequate spacing distance between individual cells is also crucial to ensure efficient heat dissipation and isolate cells in the event of thermal runaway within the REESS. The intercell gap should be determined based on the specific cell geometry (cylindrical, prismatic, or pouch) in use and the cell capacity.
Each manufactured REESS must be accompanied by a traceability document that contains comprehensive information about the cells, battery management system, charger specifications, serial/batch numbers, charge-discharge data values, and other relevant details.
Technical Requirements for Electric Power Train Vehicles
The cells used in the assembly of the REESS should undergo at least one cycle of charge and discharge, conducted at a rate of C/3 current. The data from this cycling process must be diligently recorded and maintained by the REESS pack manufacturer.
The REESS must be equipped with a pressure release vent to prevent the accumulation of internal pressure and the release of gases in the event of an internal single-cell short circuit.
For REESS units with a SOC of 100%, it is mandatory to undergo testing for water ingress protection, following the IP X7 standard as defined in IEC 60529. Alternatively, an immersion test in accordance with ISO 6469-1:2019 can be conducted.
Onboard Portable Charger
The charger should have a charge voltage cut-off to avoid overcharging of REESS.
The charger should have a soft start function every time REESS is connected for charging, and it should have a pre-charge function to detect the deep discharge condition of the battery.
It should have input supply variation (230 VAC +/- 10%) protection, output voltage, and current regulation.
For every REESS produced, there must be a traceability document containing comprehensive information about the cells, battery management system, charger specifications, serial or batch numbers, charge-discharge data values, and more.
In addition, the battery management system should record crucial parameters of the battery pack, and the most recent data should be retained for at least one month. Alternatively, this up-to-date data can be stored on a remote cloud server for at least one month.
After a series of EV fires last year, Minister of Road Transport and Highways Nitin Gadkari had <a href="https://www.mercomindia.com/government-warns-of-heavy-penalties-and-mass-recall-of-ev-following-battery-fires" target="_blank" rel="noopener">warned</a> that any EV company found to be negligent in its manufacturing process would face heavy penalties and a recall of all defective vehicles ordered.
Last month, a parliamentary committee <a href="https://www.mercomindia.com/parliament-panel-extension-fame-program-2027" target="_blank" rel="noopener">recommended</a> that the government should extend Phase II of the FAME program for at least three years beyond March 31, 2024, to make EVs a norm in the Indian automobile market. The standing committee on Industry made this recommendation in a report relating to the MHI and presented it to Parliament.

Ministry Amends Safety Compliance Parameters for EVs Under PLI, FAME II Programs

The Delhi Electricity Regulatory Commission (<a href="http://www.derc.gov.in/">DERC</a>) has written a letter to distribution licensees in the city asking them to implement necessary safety measures before providing power to newly installed electric vehicle (EV) charging stations.
In a letter addressed to the New Delhi Municipal Council, Tata Power Delhi Distribution Limited (TPDDL), BSES Rajdhani Power Limited (BRPL), and BSES Yamuna Power Limited (BYPL), the DERC said that it has noticed charging stations being installed in the basements of commercial complexes close to a large number of batteries stored for battery swapping purposes.
It directed the distribution companies (DISCOMs) to take all necessary safety precautions to avoid any fire accidents for these installations before providing them with power. The DERC said that the distribution licensee may also provide guidance to the owners or occupiers of these charging stations during their field inspection on how to take necessary safety measures.
Last year, Delhi <a href="https://mercomindia.com/delhi-tariffs-ev-charging-electric-mobility/">cut down</a> the rates of charging stations for e-rickshaws and other electric vehicles. This has further incentivized the pace of EV adoption process, which in turn is likely to push consumers toward electric mobility.
Recently, facilitating the adoption of e-mobility in the national capital, the Energy Efficiency Services Limited (<a href="https://www.eeslindia.org/content/raj/eesl/en/home.html">EESL</a>) has signed a Memorandum of Understanding (MoU) with the South Delhi Municipal Corporation (SDMC) to establish the infrastructure for electric vehicles in the SDMC area for ten years.
According to the terms outlined in the MoU, the two entities will work in tandem to fast-track the adoption of e-mobility by installing 75 electric vehicle charging stations in the SDMC area.
Earlier, Delhi’s DISCOM BSES <a href="https://mercomindia.com/bses-ola-battery-swapping-new-delhi/">announced</a> signing a memorandum of understanding (MoUs) with Ola Electric to set up battery swapping and charging stations in parts of New Delhi in a move to boost electric vehicle adoption in the national capital.
In <a href="https://mercomindia.com/delhi-draft-ev-policy-2018/">November of 2018</a>, the Delhi Electric Vehicle Policy was launched to improve Delhi’s air quality by reducing emissions in the transport sector.
Meanwhile, <a href="https://www.mgmotor.co.in/">MG Motor India</a> has <a href="https://mercomindia.com/mg-motor-startup-home-charging-evs/">announced</a> its partnership with eChargeBays, a Delhi-based startup, to assist its customers in setting up infrastructure at their homes for charging their electric vehicles.

Delhi DISCOMs Asked to Take Precautions in Providing Power to New EV Charging Stations

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