Life-cycle assessment of the environmental impact of the batteries used in pure electric passenger cars

Shu, Xiong; Guo, Yang; Yang, Wenxian; Wei, Kexiang; Zhu, Guanghui

doi:10.1016/j.egyr.2021.04.038

Cited by 76 publications

(42 citation statements)

References 25 publications

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“…For EV and RES applications, two of the most common cathode materials are Lithium-Nickel-Manganese-Cobalt-Oxide (NMC) and Lithium-Iron-Phosphate (LFP) [153], with graphite as anode material. The main objective in the development of new chemistries is to improve performance.…”

Section: A New Battery Chemistriesmentioning

confidence: 99%

“…However, also the environmental and societal footprint of the raw materials will start to play a more significant role as the LIB market increases. Therefore the use of rare and toxic elements, such as Cobalt and Nickel, should be avoided as much as possible [153]- [155]. In the future, some promising new anode materials could be based on LTO, Silicon (Si) or Tin (Sn), or other carbon-based structures such as graphene or carbon nanotubes [154].…”

Section: A New Battery Chemistriesmentioning

confidence: 99%

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A Comprehensive Review on the Characteristics and Modeling of Lithium-Ion Battery Aging

Vermeer

Mouli

Bauer

2022

IEEE Trans. Transp. Electrific.

132

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Battery ageing is one of the critical problems to be tackled in battery research, as it limits the power and energy capacity during the battery's life. Therefore, optimizing the design of battery systems requires a good understanding of ageing behaviour. Due to their simplicity, empirical and semi-empirical models are frequently used in smart charging studies, feasibility studies, cost analyses studies, among other uses. Unfortunately, these models are prone to significant estimation errors without appropriate knowledge of their inherent limitations and the interdependency between stress factors. This paper presents a review of empirical and semi-empirical modelling techniques and ageing studies, focusing on the trends observed between different studies and highlighting the limitations and challenges of the various models. First, we summarize the main ageing mechanisms in lithium-ion batteries. Next, empirical modelling techniques are reviewed, followed by the current challenges and future trends, and conclusion. Our results indicate that the effect of stress factors are easily oversimplified, and their correlations often not taken into account. The provided knowledge in this paper can be used to evaluate the limitations of ageing models and improve their accuracy for various applications.

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Section: A New Battery Chemistriesmentioning

confidence: 99%

Section: A New Battery Chemistriesmentioning

confidence: 99%

A Comprehensive Review on the Characteristics and Modeling of Lithium-Ion Battery Aging

Vermeer

Mouli

Bauer

2022

IEEE Trans. Transp. Electrific.

132

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“…The analysis performed herein largely focuses on the findings for the negative electrode, as the positive electrode was the same for the two cell chemistries and since there are many studies reported for conventional LIBs. [39,[59][60][61][62][63][64][65][66][67][68][69][70][71][72][73][74][75][76][77][78] For the sake of completeness, however, the full list of all sixteen categories of the ILCD method are presented in Table S2, Supporting Information.…”

Section: Life Cycle Assessment -Methodologymentioning

confidence: 99%

Toward the Potential Scale‐Up of Sn_0.9Mn_0.1O₂‖LiNi_0.6Mn_0.2Co_0.2O₂ Li‐Ion Batteries – Powering a Remote‐Controlled Vehicle and Life Cycle Assessment

Birrozzi

Bautista

Asenbauer

et al. 2022

Adv Materials Technologies

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chemistry, i.e., neither the active material for the negative and positive electrode, nor the electrolyte composition or other cell components. Especially with regard to the positive electrode, several materials have been commercialized, including LiCoO 2 (LCO, the very first active material for the positive electrode in LIBs), [8] LiNi 1-x-y Mn x Co y O 2 (NMC), LiNi 0.8 Co 0.15 Al 0.05 O 2 (NCA), as well as LiFePO 4 (LFP), while others such as LiNi 0.5 Mn 1.5 O 4 (LNMO) have reached a rather mature development stage already. [1,2] For the negative electrode, though, the choice of commercial active materials is essentially limited to (natural or synthetic) graphite -potentially with a minor fraction of Si or SiO x , and in a few cases also Li 4 Ti 5 O 12 as high-power, long lifetime alternative (but at the expense of a substantially lower energy density). [2,9] An alternative commercialized active material that has provided a superior energy density, is a composite of tin, cobalt, and carbon. [10] Nevertheless, this anode chemistry was ultimately commercially unviable due to the lack of availability and high cost of cobalt, the challenging synthesis, and the rather short cycle life of cells. [11][12][13][14] At the same time, further optimization of graphite-based negative electrodes appears very limited, motivating the search for alternatives that provide enhanced energy and power density, while simultaneously ensuring safe operation of the battery cell. [3,[15][16][17][18] A rather recently proposed class of Academic research in the battery field frequently remains limited to small coin or pouch cells, especially for new materials that are still rather far from commercialization, which renders a meaningful evaluation at an early stage of development challenging. Here, the realization of large lab-scale pouch cells comprising Sn 0.9 Mn 0.1 O 2 (SMO), prepared via an easily scalable hydrothermal synthesis method, as an alternative active material for the negative electrode and LiNi 0.6 Mn 0.2 Co 0.2 O 2 (NMC 622 ) as a commercially available active material for the positive electrode is reported. Nine double-layer pouch cells are connected in series and parallel, suitable for powering a remotecontrolled vehicle. Subsequently, these SMO‖NMC 622 cells are critically evaluated by means of an early-stage life cycle assessment and compared to graphite‖NMC 622 cells, in order to get first insights into the potential advantages and challenges of such lithium-ion chemistry.

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“…They reported a 9% increase in GWP compared to the parent study, and if the whole production was displaced to China, this increase would be around 53%. Recently, Shu et al 10 studied the entire life cycle of a traction battery covering the production, use, and recycling phases. They obtained the primary inventory data and energy consumption values from a Chinese LIB supplier, coupled with the European Reference Life Cycle Database (ELCD).…”

Section: Literature Reviewmentioning

confidence: 99%

Re-evaluation of the Global Warming Potential for the Production of Lithium-Ion Batteries with Nickel–Manganese–Cobalt Cathode Chemistries in China

Bonalumi

Tabrizi

2022

Energy Fuels

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This study proposes a unified life cycle inventory (LCI) for evaluating the global warming potential (GWP) impact of producing lithium-ion power batteries (LIBs) in China, the largest LIB producer worldwide. Using the open-access Greenhouse gases, Regulated Emissions, and Energy use in Transportation (GREET) model, a cradle-to-gate life cycle assessment is conducted for lithium−nickel−manganese−cobalt oxide (NMC) chemistries for electric vehicle applications. The LCI is obtained by coupling the GREET model with the data from studies on the Chinese battery industry to represent a more true-to-life approach. Brine, ore, and mixed sources of lithium are considered for the production of active cathode material. Two manufacturing scenarios are developed based on the plant capacity, and different approaches are developed for data acquisition. The bill of materials (BOMs) for each battery is extracted from the corresponding literature and applied to the proposed LCIs and manufacturing scenarios to be compared with the GWP value reported in the original study. The results show that for producing 1 kWh of battery energy storage, the overall GWP can vary from 89 to 169 kg CO 2 eq. depending on the lithium source, manufacturing scenario, and the BOM. Similarly, the GWP impact associated with battery-grade material production differs from 70 to 115 kg CO 2 eq. per kWh, where the effect of manufacturing scenarios is suspended. Also, the GWP impact of different NMC cathode chemistries' production is discussed. It is found that, based on the BatPaC model, upon increasing the nickel content, the GWP impact slightly decreases. However, using different BOMs, NMC111 cathode chemistry can result in a smaller GWP impact compared to NMC622 and NMC811, when the amount of cathode active material is relatively low in NMC111 cathode chemistry. Also, the positive effects of electric mobility are emphasized in vehicles with low fuel consumption and small batteries by conducting a simplified analysis of the use phase of battery electric vehicles running on different battery sizes and consumptions.

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Life-cycle assessment of the environmental impact of the batteries used in pure electric passenger cars

Cited by 76 publications

References 25 publications

A Comprehensive Review on the Characteristics and Modeling of Lithium-Ion Battery Aging

A Comprehensive Review on the Characteristics and Modeling of Lithium-Ion Battery Aging

Toward the Potential Scale‐Up of Sn_0.9Mn_0.1O₂‖LiNi_0.6Mn_0.2Co_0.2O₂ Li‐Ion Batteries – Powering a Remote‐Controlled Vehicle and Life Cycle Assessment

Re-evaluation of the Global Warming Potential for the Production of Lithium-Ion Batteries with Nickel–Manganese–Cobalt Cathode Chemistries in China

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Life-cycle assessment of the environmental impact of the batteries used in pure electric passenger cars

Cited by 76 publications

References 25 publications

A Comprehensive Review on the Characteristics and Modeling of Lithium-Ion Battery Aging

A Comprehensive Review on the Characteristics and Modeling of Lithium-Ion Battery Aging

Toward the Potential Scale‐Up of Sn0.9Mn0.1O2‖LiNi0.6Mn0.2Co0.2O2 Li‐Ion Batteries – Powering a Remote‐Controlled Vehicle and Life Cycle Assessment

Re-evaluation of the Global Warming Potential for the Production of Lithium-Ion Batteries with Nickel–Manganese–Cobalt Cathode Chemistries in China

Contact Info

Product

Resources

About

Toward the Potential Scale‐Up of Sn_0.9Mn_0.1O₂‖LiNi_0.6Mn_0.2Co_0.2O₂ Li‐Ion Batteries – Powering a Remote‐Controlled Vehicle and Life Cycle Assessment