C\Colom 11, Edifici TR5, ESEIAAT, 08222, Terrassa, Spain; IREC, Institut de Recerca en Energia de Catalunya, Sant Adrià de Besòs, Spain.
C\Colom 11, Edifici TR5, ESEIAAT, 08222, Terrassa, Spain.
J Environ Manage. 2019 Feb 15;232:354-363. doi: 10.1016/j.jenvman.2018.11.046. Epub 2018 Nov 27.
Road transportation is heading towards electrification using Li-ion batteries to power electric vehicles offering eight or ten years' warrant. After that, batteries are considered inappropriate for traction services but they still have 80% of its original capacity. On the other hand, energy storage devices will have an important role in the electricity market. Being Li-ion batteries still too expensive to provide such services with economic profit, the idea to reuse affordable electric vehicle batteries for a 2nd life originated the Sunbatt project, connecting the automotive and electricity sectors. The battery reuse is, by itself, a path towards sustainability, but the cleanliness of energy storage also depends on the electricity generation power sources and the battery ageing or lifespan. This paper analyses the rest of useful life of 2nd life batteries on four different stationary applications, which are: Support to fast electric vehicle charges, self-consumption, area regulation and transmission deferral. To do so, it takes advantage of an equivalent electric battery-ageing model that simulates the battery capacity fade through its use. This model runs on Matlab and includes several ageing mechanisms, such as calendar ageing, C-rate, Depth-of-Discharge, temperature and voltage. Results show that 2nd life battery lifespan clearly depends on its use, going from about 30 years in fast electric vehicle charge support applications to around 6 years in area regulation grid services. Additionally, this study analyses the day-to-day emissions from electricity generation in Spain, and states that grid oriented energy storage applications will hardly offer environmental benefits in the nearby future. On the other hand, applications that go by the hand of renewable power sources, such as self-consumption applications, are much more appropriate.
道路运输正朝着使用锂离子电池为电动汽车提供动力的方向发展，这些电池的使用寿命为 8 到 10 年。之后，这些电池就不再适用于牵引服务，但它们仍有其原始容量的 80%。另一方面，储能装置将在电力市场中发挥重要作用。由于锂离子电池的价格仍然过高，无法提供具有经济效益的此类服务，因此，为了使电动汽车电池能够进行二次利用，用于第二个生命周期，“Sunbatt”项目应运而生，将汽车和电力行业联系起来。电池的再利用本身就是可持续发展的一条道路，但储能的清洁度也取决于发电电源以及电池的老化或寿命。本文分析了二次利用电池在四种不同的固定应用中的剩余使用寿命，这四种应用分别是：支持快速电动汽车充电、自消费、区域调节和输电延迟。为此，它利用了等效的电池老化模型来模拟电池容量因使用而衰减的情况。该模型在 Matlab 上运行，并包括几种老化机制，如日历老化、C 率、深度放电、温度和电压。结果表明，二次利用电池的使用寿命显然取决于其用途，从支持快速电动汽车充电的应用中大约 30 年，到用于区域调节电网服务的应用中大约 6 年。此外，本研究分析了西班牙发电的日常排放情况，并指出在不久的将来，面向电网的储能应用几乎不会带来环境效益。另一方面，与可再生能源相结合的应用，如自消费应用，就更加合适。
