Mapping of lithium-ion batteries for vehicles

Dahllöf, Lisbeth; Romare, Mia; Wu, Alexandra

doi:10.6027/tn2019-548

Cited by 9 publications

(4 citation statements)

References 5 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…As a result, automotive companies are not only looking at recycling, but also at integrating second-life applications for energy storage. 10 Notable examples of automotive company endeavours in re-use and recycling include BMW and EVgo, Hyundai and Warsila, and Renault and Seine Alliance (Agarwal and Rosina, 2020 [15]). 11 While reuse and repurposing delays the date of recycling, it does not remove the need to develop more mature recycling chains for batteries that have reached the end of their second life, or that cannot be fed into other applications for reuse.…”

Section: Reuse and Repurposingmentioning

confidence: 99%

“…There is limited field data to support the expectation that EV packs will be discarded when the capacity lowers to 70-80%. It is an industry convention that cells are EoL around those ranges, but so long as the vehicles continue to meet use requirements, they could remain in service 10. Grid energy storage is a key factor in increasing the proportion of renewable energy sources in the energy mix.…”

mentioning

confidence: 99%

See 1 more Smart Citation

Trade policies to promote the circular economy

2023

OECD Trade and Environment Working Papers

View full text Add to dashboard Cite

Affordable and sustainable Lithium-ion batteries are key to the development of electric vehicles markets and to the green energy transition. Circular economy solutions for end-of-life batteries can help address primary inputs disruptions, while reducing environmental costs associated with the mining of these inputs or with battery production. Circular value chains would also help address waste and disposal problems as Li-ion batteries reach end of life. These chains are in their infancy, as complex battery designs, material chemistries and insufficient waste stocks hamper their viability, but the projected growth should support profitability. International trade in Li-ion batteries waste will remain essential in markets where domestic waste streams are insufficient to achieve the scale necessary for economically viable recycling, or where inadequate infrastructure imposes reliance on recycling capacities abroad. Promoting circular value chains for Li-ion batteries would require greater clarity on the status of these batteries as waste, consistency of transport and storage safety regulations, trade facilitation and harmonisation of standards for battery design, and regulatory targets for waste collection and recycling rates, coupled with stewardship and takeback schemes.

show abstract

Section: Reuse and Repurposingmentioning

confidence: 99%

mentioning

confidence: 99%

Trade policies to promote the circular economy

2023

OECD Trade and Environment Working Papers

View full text Add to dashboard Cite

show abstract

“…The system model used here is the ecoinvent, allocation cut-off by classification. Values for battery recycling are based on the study by Romare and Dahllöf (2017) and the updated version Dahllöf et al (2019). These authors assume that existing recycling is focused on incineration with pyrometallurgy and that all production emissions can be allocated to the vehicle for the foreseeable future as there is currently no second life market for batteries.…”

Section: End-of-lifementioning

confidence: 99%

“…considered e-scooter is based upon the ES200D/ES200D-C model distributed by Zhejiang Okai Vehicle Co, Ltd. "Sharing e-Scooter on Alibaba, Zhejiang Okai Vehicle Co., Ltd.". This model has a battery with a capacity of 460.8 Wh, weighs 4.4 kg and consists of 88 units of 18650 NMC 111 batteries, assumed to have the same battery cells as previously researched models (Hollingsworth et al, 2019).System boundary diagram (according to Hollingsworth et al (2020))Material and components Data on the bill of material are taken from the study byHollingsworth et al (2019) or the ecoinvent database and other studies published on the GWP of batteries(Dahllöf et al, 2019 ;Romare and Dahllöf, 2017;Emilsson et al, 2019). The majority of the material and component data in the study ofHollingsworth et al (2019) refers to the Xiaomi M365 model, which is a smaller and lighter model than the e-scooters (ES200D) analysed in our study.…”

mentioning

confidence: 99%

Techno-Economical and Ecological Potential of Electric Scooters: A Life Cycle Analysis

Kazmaier

Taefi

Hettesheimer

2020

European Journal of Transport and Infrastructure Research

View full text Add to dashboard Cite

In Germany, mobility is currently in a state of flux. Since June 2019, electric kick scooters (e-scooters) have been permitted on the roads, and this market is booming. This study employs a user survey to generate new data, supplemented by expert interviews to determine whether such e-scooters are a climate-friendly means of transport. The environmental impacts are quantified using a life cycle assessment. This results in a very accurate picture of e-scooters in Germany. The global warming potential of an e-scooter calculated in this study is 165 g CO2-eq./km, mostly due to material and production (that together account for 73% of the impact). By switching to e-scooters where the battery is swapped, the global warming potential can be reduced by 12%. The lowest value of 46 g CO2-eq./km is reached if all possibilities are exploited and the life span of e-scooters is increased to 15 months. Comparing these emissions with those of the replaced modal split, e-scooters are at best 8% above the modal split value of 39 g CO2-eq./km.

show abstract

A review on sustainable recycling technologies for lithium-ion batteries

2021

View full text Add to dashboard Cite

Due to increasing environmental awareness, tightening regulations and the need to meet the climate obligations under the Paris Agreement, the production and use of electric vehicles has grown greatly. This growth has two significant impacts on the environment, with the increased depletion of natural resources used for the production of the lithium-ion batteries for these electric vehicles and disposal of end-of-life lithium-ion batteries. In particular, when end-of-life lithium-ion batteries are incorrectly landfilled, pollution to groundwater and soil occurs.Therefore, sustainable recycling technologies must be implemented to construct a cyclic-economy for the lithiumion battery market, and help alleviate the severity of these environmental consequences. The majority of current recycling methods involve energy intensive pyrometallurgy, whereas hydrometallurgy techniques pose a viable alternative with promising advances at lab scale that can adapt with the evolution of new mixed cathode chemistries. As reviewed in this work, a combination of pre-treatment and hydrometallurgical processes were identified as potential mechanisms that could meet this criterion, which focuses on the recovered economic value and cumulative environmental benefits. Furthermore, automation of the pre-treatment process and mechanisms for electrolyte recovery were identified as potential opportunities for future works. Here we evaluate the opportunities for sustainable recycling technologies for lithium-ion batteries.

show abstract

Mapping of lithium-ion batteries for vehicles

Cited by 9 publications

References 5 publications

Trade policies to promote the circular economy

Trade policies to promote the circular economy

Techno-Economical and Ecological Potential of Electric Scooters: A Life Cycle Analysis

A review on sustainable recycling technologies for lithium-ion batteries

Contact Info

Product

Resources

About