Cornell University researchers have developed a way to recycle lithium-ion batteries without breaking them down into raw materials first. Their method, called Direct Electrode-to-Electrode Regeneration, or DEER, restores worn battery electrodes so they can be used again. The results suggest that some EV batteries could be refurbished at lower cost and with less energy than conventional recycling methods, though the process will not work for every degraded cell……….Continue reading
By Skye Jacobs
Source: TechSpot
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Critics:
An electric vehicle battery is a rechargeable battery used to power the electric motors of a battery electric vehicle (BEV) or hybrid electric vehicle (HEV).They are typically lithium-ion batteries that are designed for high power-to-weight ratio and energy density. Compared to liquid fuels, most current battery technologies have much lower specific energy. This increases the weight of vehicles or reduces their range.
Li-NMC batteries using lithium nickel manganese cobalt oxides are the most common in EV. The lithium iron phosphate battery (LFP) is on the rise, reaching 41% global market share by capacity for BEVs in 2023. LFP batteries are heavier but cheaper and more sustainable. However, some commercial passenger car manufacturers are now beginning to use a sodium-ion battery completely avoiding the need for critical minerals.
The battery makes up a significant portion of the cost and environmental impact of an electric vehicle. Growth in the industry has generated interest in securing ethical battery supply chains, which has become an important geopolitical issue. Reduction of use of mined cobalt, which is also required in fossil fuel refining, has been a major goal of research. A number of new chemistries compete to displace Li-NMC with (see solid-state battery) performance above 800Wh/kg in laboratory testing.
In 2019, the cost of electric vehicle batteries was said to have fallen 87% on a per kilowatt-hour basis. Demand for EVBs exceeded 750 GWh in 2023.[1] EVBs have much higher capacities than automotive batteries used for starting, lighting, and ignition (SLI) in combustion cars. The battery capacity of available EV models reached from 21 to 123 kWh in 2023 with an average of 80 kWh.
As of 2024, the lithium-ion battery (LIB) with the variants Li-NMC, LFP and Li-NCA dominates the BEV market. The combined global production capacity in 2023 reached almost 2000 GWh with 772 GWh used for EVs in 2023. Most production is based in China where capacities increased by 45% that year. With their high energy density and long cycle life, lithium-ion batteries have become the leading battery type for use in EVs. They were initially developed and commercialized for use in laptops and consumer electronics.
Recent EVs are using new variations on lithium-ion chemistry that sacrifice specific energy and specific power to provide fire resistance, environmental friendliness, rapid charging and longer lifespans. These variants have been shown to have a much longer lifetime. For example, lithium-ion cells containing single wall carbon nanotubes (SWCNTs) show increased mechanical strength, suppressing degradation and leading to a longer battery lifetime.
Lithium nickel manganese cobalt oxides offer high performance and have become the global standard in BEV production since the 2010s. On the other hand, the exploitation of the required minerals causes environmental problems. The downside of traditional NMC batteries includes sensitivity to temperature, low temperature power performance, and performance degradation with age.
Due to the volatility of organic electrolytes, the presence of highly oxidized metal oxides, and the thermal instability of the anode SEI layer, traditional lithium-ion batteries pose a fire safety risk if punctured or charged improperly. Early cells did not accept or supply charge when extremely cold. Heaters can be used in some climates to warm them.
The Lithium iron phosphate battery has a shorter range but is cheaper, safer and more sustainable than the NMC battery. It does not require the critical minerals manganese and cobalt. Since 2023, LFP has become the leading technology in China while the market share in Europe and North America remains lower than 10%. LFP is the dominant type in grid energy storage.
Lithium titanate or lithium-titanium-oxide (LTO) batteries are known for their high safety profile, with reduced risk of thermal runaway and effective operation over a wide temperature range. LTO batteries have an impressive cycle life, often exceeding 10,000 charge-discharge cycles. They also have rapid charging capabilities due to their high charge acceptance. However, they have a lower energy density compared to other lithium-ion batteries.
The Sodium-ion battery completely avoids critical materials.Due to the high availability of sodium which is a part of salt water, cost projections are low. In early 2024, various Chinese manufacturers began with the delivery of their first models. Analysts saw a high potential for this type especially for the use in small EVs, bikes and three-wheelers; as in early 2024, JAC Yiwe (model Sehol E10X) and JMEV (EV3 Youth Edition) started production on smaller, budget-friendly EVs using these batteries. In 2026, they are installed in mass production cars, as Changan Nevo A06.
Several types are in development.
- The solid-state battery could offer high energy density and potential safety improvements.
- The lithium-sulfur battery is also expected to meet high performance demands.
- The LMFP battery is a LFP battery that includes manganese as a cathode component.
In the 20th century most electric vehicles used a flooded lead–acid battery due to their mature technology, high availability, and low cost. Lead–acid batteries powered such early modern EVs as the original 1996 versions of the EV1. There are two main types of lead–acid batteries: automobile engine starter batteries, and deep-cycle batteries which provide continuous electricity to run electric vehicles like forklifts or golf carts.
Deep-cycle batteries are also used as auxiliary batteries in recreational vehicles, but they require different, multi-stage charging. Discharging below 50% can shorten the battery’s life. Flooded batteries require inspection of electrolyte levels and occasional replacement of water, which gases away during the normal charging cycle. EVs with lead–acid batteries are capable of up to 130 km (81 mi) per charge.
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