Material and Energy Flows in the Production of Cathode and Anode Materials for Lithium Ion Batteries

Dunn, Jennifer B.; James, Christine; Gaines, Linda; Gallagher, Kevin G.

doi:10.2172/1172039

Cited by 20 publications

(45 citation statements)

References 22 publications

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“…By presumption of the production equipment, reaction temperature and finished product yield, it estimates the thermal consumption of the reaction process. Representative studies include those carried out by Majeau-Bettez et al [5], and Dunn et al [7].…”

Section: Data Localizationmentioning

confidence: 99%

GHG Emissions from the Production of Lithium-Ion Batteries for Electric Vehicles in China

et al. 2017

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Abstract:With the mass market penetration of electric vehicles, the Greenhouse Gas (GHG) emissions associated with lithium-ion battery production has become a major concern. In this study, by establishing a life cycle assessment framework, GHG emissions from the production of lithium-ion batteries in China are estimated. The results show that for the three types of most commonly used lithium-ion batteries, the (LFP) battery, the (NMC) battery and the (LMO) battery, the GHG emissions from the production of a 28 kWh battery are 3061 kgCO 2 -eq, 2912 kgCO 2 -eq and 2705 kgCO 2 -eq, respectively. This implies around a 30% increase in GHG emissions from vehicle production compared with conventional vehicles. The productions of cathode materials and wrought aluminum are the dominating contributors of GHG emissions, together accounting for around three quarters of total emissions. From the perspective of process energy use, around 40% of total emissions are associated with electricity use, for which the GHG emissions in China are over two times higher than the level in the United States. According to our analysis, it is recommended that great efforts are needed to reduce the GHG emissions from battery production in China, with improving the production of cathodes as the essential measure.

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Section: Data Localizationmentioning

confidence: 99%

GHG Emissions from the Production of Lithium-Ion Batteries for Electric Vehicles in China

et al. 2017

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Section: Understanding Wtw Emission Impacts Of Phev Transit Busesmentioning

confidence: 99%

“…The NMC/graphite battery weight can be assumed to be 20 kg/kWh, 46 along with a battery capacity of 44 kWh and with two battery replacements (total three batteries used) over the vehicle lifetime, as calculated for the Series PHEV Transit Bus winning solution (shown in Tables 1 and 2). These assumptions can be used to calculate the emissions resulting from battery production and assembly.…”

Section: Understanding Wtw Emission Impacts Of Phev Transit Busesmentioning

confidence: 99%

“…The emissions, specifically CO 2 emissions, resulting from the production and assembling of these batteries differ, due to the different materials and their preparation processes involved. 46 The NMC/graphite battery weight can be assumed to be 20 kg/kWh, 46 along with a battery capacity of 44 kWh and with two battery replacements (total three batteries used) over the vehicle lifetime, as calculated for the Series PHEV Transit Bus winning solution (shown in Tables 1 and 2). These assumptions can be used to calculate the emissions resulting from battery production and assembly.…”

Section: Emissions Due To Battery Manufacturingmentioning

confidence: 99%

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Evaluating emissions and sensitivity of economic gains for series plug-in hybrid electric vehicle powertrains for transit bus applications

Hoshing

Vora

Saha

et al. 2020

Proceedings of the Institution of Mechanical Engineers, Part D:

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From the design space explored for series architecture plug-in hybrid electric vehicle transit buses by the authors, one powertrain and control design is selected to provide maximum benefit to investment ratio. Sensitivity analysis is performed for this powertrain configuration. Vehicle parameters (including vehicle mass, coefficient of drag, coefficient of rolling resistance), usage parameters (drivecycle, annual vehicle miles traveled, number of recharges in a day, recharge current, and battery temperature), and economic parameters (fuel price, motor price, and battery price) are varied to understand their effect on the number of required battery replacements, net present value, payback period, and fuel consumption reduction. It is shown that battery temperature has the most significant impact, particularly on the number of battery replacements and net present value and, as such, must be well controlled in practice. It is shown that to maintain the battery at 20°C, for ambient temperatures between −5°C and 45°C, 0.8–1.8% excess fuel is required across all drivecycles for the considered plug-in hybrid electric vehicle transit bus powertrain configuration. In addition, the well-to-wheel emissions of criteria pollutants resulting from the usage of this plug-in hybrid electric vehicle transit bus in Indiana and California are calculated and compared with the conventional transit bus, using the GREET (Greenhouse Gases, Regulated Emissions and Energy Use in Transportation) Model. With a single over night charge, the plug-in hybrid electric vehicle transit bus operating in either Indiana or California produces 50% less CO2 and other greenhouse gases as compared to a conventional transit bus.

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“…[134][135][136][137]. At present, NMC electrode materials can be synthesized in several ways, such as solid-state reaction [138][139][140], sol-gel [141,142], co-precipitation [143,144], and combustion [145,146]. NMC333 material fabricated by the co-precipitation method exhibited a high initial discharge specific capacity of 208.9 mAh g -1 at 0.1°C and an excellent cycle stability with a high retained capacity of 176.3 mAh g -1 after 50 cycles [147,148].…”

Section: Multicomponent Cathodementioning

confidence: 99%

Performance Improvements of Cobalt Oxide Cathodes for Rechargeable Lithium Batteries

Tian

Zhang

et al. 2018

ChemBioEng Reviews

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Lithium‐ion batteries are essential mobile power sources for portable devices and energy supplies. Among the various cathode materials, cobalt oxides are the most important materials used in lithium‐ion batteries. But the intrinsic drawbacks of cobalt oxides restrict their wide application. In this paper, we present an overview of current approaches to improve the electrochemical performance of the cathode materials, as well as the capacity and cycling capability of the lithium‐ion batteries.

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Material and Energy Flows in the Production of Cathode and Anode Materials for Lithium Ion Batteries

Cited by 20 publications

References 22 publications

GHG Emissions from the Production of Lithium-Ion Batteries for Electric Vehicles in China

GHG Emissions from the Production of Lithium-Ion Batteries for Electric Vehicles in China

Evaluating emissions and sensitivity of economic gains for series plug-in hybrid electric vehicle powertrains for transit bus applications

Performance Improvements of Cobalt Oxide Cathodes for Rechargeable Lithium Batteries

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