## 1 Introduction  
Traffic-related greenhouse gas (GHG) emissions have increased significantly over the past few years, accounting for more than a quarter of global GHG emissions ([PERSON] et al., 2010 [1]). New energy vehicles (EVs) are an important component of the adaptation to a new global energy development trend and the green transformation of the industry. While effectively curbing the geometric growth of greenhouse gases related to road transportation, they also involve national energy security, energy conservation and emission reduction, and technology innovation ([PERSON] et al., 2016 [2]). Since the State Council of the Chinese government issued the \"Energy Conservation and New Energy Vehicle Industry Development Plan (2012-2020)\" and the \"Notice on the Exemption of New Energy Vehicle Purchase Tax\" (State Council, 2012; State Council, 2014 [3; 4]), as well as other policies to inspire large-scale growth of the new energy vehicle market, assuming a 6-8 year lifetime of the batteries from new energy vehicles, there will be an explosive decommissioning stage from 2018 to 2020, containing large amounts of destructive pollutants and precious metals (for example, Li, Ni, Mn). Power batteries from new EVs will bring huge economic benefits, but if their safe disposal is not guaranteed, can also cause ecological disasters. Improving the efficiency of resource use and effectively curbing environmental damage has attracted the attention of policy makers and business managers. According to statistics, by 2022, China's recycling market share is expected to exceed 50 billion yuan, and the total number of discarded batteries will exceed 114 GWh ([PERSON] et al., 2018 [5]). Recognizing the dual economic and environmental benefits, in late 2018, China's Ministry of Industry and Information Technology's Seventh Ministries and Commissions presented the \"Seventh Department's Notice on Pilot Work on Recycling and Utilization of New Energy Vehicles' Power Battery\" (State Council, 2018 [6]). It can be foreseen that the recycling of decommissioned power batteries will become a new trend in the development of closed-loop supply chains. The growing demand for scarce energy resources, an increasing desire to move toward a low-CO\({}_{2}\) economy, and the fact that more than 50% of new energy vehicles in the world ([PERSON] et al., 2015 [7]) shows that China's power battery recycling problem is a global issue. However, the management of power battery remanufacturing in China is still in its infancy. The choice of battery disassembly use modes is therefore a key feature of their closed-loop supply chain management (see Figure 1). According to GGII statistics, in 2017, a total of 114,000 tons of lithium batteries were used and dismantled in China, of which disassembly and use accounted for 95%. New energy vehicles include pure electric passenger cars (BEV), plug-in hybrid passenger cars (PHEV), hybrid passenger cars (HEV) and start-stop systems (SS) for micro-hybrid passenger cars. The most popular battery is a ternary lithium variety, with a high-voltage platform and high-current charging, and is expected to dominate the future power battery market ([PERSON] et al., 2014 [8]). By dismantling and using lithium (Li), cobalt (Co), nickel (Ni), manganese (Mn), copper (Cu), aluminum (Ai), graphite, separator and other materials extracted from it, it is theoretically possible to achieve an economic benefit of about 42,900 yuan per ton. Taking nickel sulfate as an example, the cost of dismantling and reconstructing a ternary lithium battery is less than 40,000 yuan per ton of nickel, while the cost of directly producing nickel ore is more than 60,000 yuan. The cost of obtaining raw metal materials through resource recycling is much lower than directly obtaining them from primary sources. Driven by the responsibility extension system of the producer, the battery manufacturer (the principal) authorizes third-party recyclers (the agents) to provide power through supply chain tracing and open communication protocols.