Search

Battery energy storage systems (BESS) are expected to fulfill a crucial role in the renewable energy systems of the future. Within current regulatory frameworks, assessing the sustainability as well as the social risks for BESS should be considered. In this research we conducted a social life cycle assessment (S-LCA) of two BESS: the vanadium redox flow battery (VRFB) and the lithium-ion battery (LIB). The S-LCA was conducted based on the guidelines set by UNEP/SETAC and using the PSILCA v.3 database. It was found that most social risks related to the life cycle of the batteries are associated with the raw material extraction stage, while sectors related to chemicals also entail considerable risks. Workers are the stakeholder group affected most. These results apply to supply chains located in both China andGermany, but riskswere lower for similar supply chains inGermany. An LIB with a nickelmanganese cobalt oxide cathode is associated with considerably larger risks compared to a LIB with lithium manganese oxide cathode. For a VRFB life cycle with an increased vanadium price, the social risks were higher than those of the VRFB supply chain with a regular vanadium price. Our paper shows that S-LCA through the PSILCA database can provide interesting insights into the potential social risks associated with a certain product's life cycle. Generalizations of the results are not recommended, and one should be careful with assessments for technologies that have not yet matured due to the cost sensitivity of the methodology. [ABSTRACT FROM AUTHOR]

Critical factors like electric vehicle market penetration, battery chemistry, and battery capacity determine future critical material demand and recycling potential from electric vehicles. However, current studies largely ignored the heterogeneity among vehicle segments. This study introduces a vehicle-model-based big-data driven approach to unveil electric vehicle characteristics at fleet-wide and vehicle-segment levels. Further, a bottom-up model was built to project the battery material flow dynamics in 8 scenarios, identifying middle and large vehicle segments as primary contributors. In the Business-As-Usual (BAU) scenario, demand for lithium, nickel, cobalt, and manganese by 2050 will reach 182, 447, 61, and 44 kt, respectively, with recycled materials meeting 59 %, 58 %, 60 %, and 57 % of demand. The demand and recycling of critical materials have significant inherent uncertainty, with demand potentially fluctuating from one-quarter to twice the BAU level. Policies can greatly reduce primary resources for critical materials by guiding battery usage preferences and promoting recycling. [Display omitted] [ABSTRACT FROM AUTHOR]

To comprehensively investigate the energy distribution and performance of a battery electric vehicle (BEV), an integrated simulation model based on energy flow test data was developed and validated, and the energy flow characteristics of the BEV throughout the entire driving range in low-temperature conditions were studied. The results show that the battery heat loss and motor energy loss first increase and then decrease with an increment in cycle number, while the transmission loss first decreases and then remains constant. The energy recovery efficiency demonstrates an incremental trend with the number of cycles post-battery charging, while the energy utilization efficiency experiences a decline due to escalating energy losses within the power distribution unit (PDU). The energy flow characteristics of the BEV exhibit a pronounced connection with the speed properties inherent in the driving cycle. The battery charge energy is maximal under Urban Dynamometer Driving Schedule (UDDS), whereas the electricity consumption per 100 km is minimized under China light-duty vehicle test cycle-passenger (CLTC-P). Conversely, the energy utilization and recovery efficiency are the highest under Worldwide Light-duty Test Cycle (WLTC). These findings provide directional insights, theoretical support and data basis for rational performance evaluation and optimal energy distribution of BEVs. [Display omitted] • Energy flow tests for a BEV were conducted in low-temperature conditions. • The integrated simulation model for the BEV was developed and validated. • Energy utilization efficiency decreased with cycles due to the increasing PDU loss. • Vehicle energy flows over entire driving range were related to speed properties. [ABSTRACT FROM AUTHOR]

• Considering the sales proceeds, the network's profit reached RMB 88.84 million. • The closer node is to the central district, the more EOL batteries are processed. • The uneven distribution of nodes increases transportation costs. • 21,192 tons of EOL power batteries do not flow into the network from 2015 to 2022. China's policies contributed to the significantly growing sales of electric vehicles (EVs). Unproperly managing giant amounts of end-of-life (EOL) power batteries could result in resource waste and negative environmental impacts. Accelerating the construction of a reverse logistics network (RLN) for EOL power batteries in Chengdu plays an exemplary role in Western China. Using the mixed-integer linear programming (MILP) model with the aim of cost minimization, we design an RLN for EOL batteries in Chengdu based on the existing collection sites. Considering costs, sales of refurbished batteries and metals from EOL batteries, the network's profit in 2022 amounted to RMB 88.84 million. The RLN still faces challenges. 21,192 tons of EOL batteries that don't flow into the network prevent the recovery of many metal resources. In addition, wide variation in scrapping volumes by district, uneven distribution of nodes, and a few alternative sites put more load on nodes closer to the central district and aren't conducive to cost reduction and digestion of the urban mine. We agree that traceability management, the implementation of extended producer responsibility, increasing nodes in surrounding districts while rationalizing the layout, and government incentives and supervision contribute to the sustainability of the economy and resource supply. [ABSTRACT FROM AUTHOR]

In the fight for reducing GHG emissions from road transport, electromobility has gained huge attention in recent years. However, the higher adoption of battery electric vehicles in the transportation sector will increase the demand for battery materials, including nickel, lithium, copper, cobalt, and graphite. Therefore, this study estimates the future lithium-ion batteries (LIBs) market in the USA and China and its influences on the materials demand, end of life reaching of LIBs material, and second use based on three different scenarios. For this purpose, a multidimensional scenario analysis was developed for 2012 to 2030 to analyze the material flows from batteries of passenger electric vehicles in China and the USA. The result suggests strong benefits of a circular battery values chain. The results from three scenarios showed that in 2030 there would be around 5–7 kt of recovered Li, 35–60 kt of recovered Ni only in China. Based on the economic evaluation of LIBs in scenario 2, it was found that recovered nickel would have the economic values of 725 million US dollars only in 2030 in China. Through the second use assessment of LIBs in the third scenario, where 50% of used batteries were assumed for second use application, it was found that around 33 GWh batteries would be available for second use only in 2030 in China. Therefore, the larger portion of used LIBs should be utilized for a second life as it could further delay the recycling of LIBs, which can further give time to the government so that the improved and larger recycling infrastructure could be built to tackle a higher amount of coming used LIBs. [Display omitted] [ABSTRACT FROM AUTHOR]

This paper analyzes the technical and economic feasibility of a hybrid wind/diesel/battery power system with different types of batteries for a small residential area encompassing 280 homes located in the suburbs of Lanzhou, Gansu province in China. The optimal allocation, economic, emissions, electricity output, and sensitivity analyses of the relevant hybrid systems are all analyzed by HOMER Pro software. Results indicate that the optimal hybrid energy system is the diesel generator (DG)/Zinc–Bromine (ZB) system, which contains a 1460 kW DG, 500 ZB flow batteries, and a 400 kW converter. This configuration corresponds to an initial capital of $1,170,200, an operating cost of $507,866/yr, a total net present cost (NPC) of $ 7,735,646, and a levelized cost of energy (COE) of $0.471/kWh. The DG/ZB system provides the lowest NPC and COE compared to a DG system, while the wind/lead-acid (LA) system has the highest NPC and COE owing to the high wind turbine costs. Furthermore, it is found that the DG/lithium-ion (LI) is the most environment friendly system compared to DG/ZB and DG/LA systems. It is also found that selecting the suitable wind turbine can improve the comprehensive performance of the hybrid power system in terms of technology, economy, and environment. • A techno-economic assessment of a wind/diesel/battery system is performed. • The optimal hybrid energy system is the DG/ZB system. • The cost of the DG is the dominant cost among the DG/battery systems. • The DG/LI system is the most environment friendly compared to DG/ZB and DG/LA. • Selecting the suitable wind turbine can improve the performance of hybrid system. [ABSTRACT FROM AUTHOR]