Background
Second only to the power sector, transportation is a major source of global greenhouse gas (GHG) emissions. Since year 1990 emissions from the transportation sector have continued to grow rapidly owing to the economic restructuring and liberalization in several countries [1]. To curtail emissions, smart mobility and green transport solutions have been planned under the Sustainable Development Goals and the UNFCCC – Paris Agreement of year 2015 [2][3]. One option among myriad proposals, specifically relating to reducing emissions from road transportation is to switch from fossil-fuelled vehicles to battery-operated Electric Vehicles (EVs) – charged with Solar PV or other RE options – projected to contribute to a more sustainable and environment-friendly transportation. While EVs have evolved rapidly, the disposal of used batteries at the end of their “automotive life” continues to pose significant challenges.
Instead of disposing the batteries immediately after the end of their “first life”, repurposing and eventually recycling appear readily feasible. Repurposing Electric Vehicle Batteries (EVBs) before recycling helps prolong cell life while also minimizing material use and enhancing the efficiency of use. It is also about making a conscious effort to redefine society’s relationship with technology and waste, aligned with the tenets of Extended Producer Responsibility (EPR)[4]. Repurposing unlocks the residual and yet untapped value from the batteries, and extends the useful lives of batteries that are known to have reached the end-of-their-first-lives. Even after being retired from high-end EVs, EVBs could operate at approximately 70%- 80% of their capacity, which could be still sufficient for many other applications [5].
Applications of EV Batteries
The potential applications of the retired EV batteries include Stationary Energy Storage (SES), low-speed electric vehicles, industrial and commercial backup systems, mobile or temporary power setups, telecom infrastructure, research and educational projects, and ‘upcycled’ consumer products. Repurposed EVBs can operate as SES including alongside home inverters, Uninterruptible Power Supplies (UPS), and large-scale systems such as building mini-/ micro-grid networks, commercial and industrial Energy Storage Systems (ESS), community ESS, and utility-scale grid support systems. The EVBs could provide lower cost backup energy for households and commercial buildings, offering a reliable power solution during emergencies such as outages, blackouts, and natural disasters. Second-life EVBs can serve as local energy reservoirs at public charging stations, helping in meeting the fast-charging demands during peak periods. Further, repurposed EVBs could also serve as a storage solution to accommodate the variability in generation from wind energy and Solar PV systems [6].
Case Studies
One illustrative case is that of Daimler Truck North America who partnered with Nuvation Energy to pilot a second-life Battery Energy Storage Systems (BESS) using End of First Life (EoFL) batteries from Daimler’s fleet. These systems were designed to assist in charging, peak shaving, backup storage, and micro-grid scenarios [7]. In another instance, Einride (https://www.einride.tech/) of Sweden had repurposed batteries from within its fleet of heavy-duty vehicles into second-life BESS installed at the Einride Smart-charger Station in Rosersberg, near Stockholm: these vehicles had been operated by Einride to move goods for shipper clients in parts of Europe. [8].
Barriers faced during the respurposing of EVBs
As larger volumes of EVBs get repurposed, service providers face significant barriers to promoting such growth and the large-scale adoption of such refurbished batteries. The most significant barrier is the restricted accessibility of historical data stored on the battery management system, which is limited to the Original Equipment Manufacturer (OEM), hindering other stakeholders from utilizing information about the battery's past performance. The rapid technological advancements and innovation have led to the need for continuous customization of life-extending circular activities tailored to the producers of batteries. The used batteries come in various cell form patterns, cell compositions, configurations, and battery pack designs, which makes re-use more challenging.
Further, evaluating the used battery involves time-consuming procedures that necessitate advanced diagnostic and prognostic algorithms to assess safety and health standards, and the residual useful life of a battery. Other significant barriers include the need for additional financial investment, repetitive quality assurance tests and the extra time needed to be spent in order to certify the new stationary storage product as safe and reliable [9][10]. The process of collecting, disassembling, and transporting used EVBs from the OEM and dealers to the repurposing facility, in itself, could be a challenging undertaking: storage, handling, and logistics pose a risk of fire, among other potential risks.
In addition, the growth of the energy transition ecosystem is far faster than the growth rate of available skilled professionals. Also, the absence of a legislative regulatory framework and technical standards hinder the repurposing of batteries and arriving at an appropriate pricing formula based on the technical specifications and the performance characteristics of the repurposed batteries.
Conclusion
Going forward, if regulations were to be framed to address the barriers consciously and to plan for projected energy use and technological advancements with the batteries and with the end-use applications, then repurposing batteries could extend the useful lives of the batteries, could help conserve resources required for the production of newer battery units, and consequently delay the need for recycling of battery-parts, reduce generation of electronic waste, minimize the need for recycling of first-life batteries, and eventually, contribute to a resource-efficient and circular economy.
References