• Energy Research

With the rapid increase in production of lithium-ion batteries (LIBs) and environmental issues arising around the world, cathode materials, as the key component of all LIBs, especially need to be environmentally sustainable. However, a variety of life cycle assessment (LCA) methods increase the difficulty of environmental sustainability assessment. Three authoritative LCAs, IMPACT 2002+, Eco-indicator 99(EI-99), and ReCiPe, are used to assess three traditional marketization cathode materials, compared with a new cathode model, FeF3(H2O)3/C. They all show that four cathode models are ranked by a descending sequence of environmental sustainable potential: FeF3(H2O)3/C, LiFe0.98Mn0.02PO4/C, LiFePO4/C, and LiCoO2/C in total values. Human health is a common issue regarding these four cathode materials. Lithium is the main contributor to the environmental impact of the latter three cathode materials. At the midpoint level in different LCAs, the toxicity and land issues for LiCoO2/C, the non-renewable resource consumption for LiFePO4/C, the metal resource consumption for LiFe0.98Mn0.02PO4/C, and the mineral refinement for FeF3(H2O)3/C show relatively low environmental sustainability. Three LCAs have little influence on total endpoint and element contribution values. However, at the midpoint level, the indicator with the lowest environmental sustainability for the same cathode materials is different in different methodologies.

AbstractVehicle lightweight and carbon neutrality turn out to be the critical goals in developing new energy vehicles. As an important part of electric vehicles, power battery packs have an impact on the environment. In this study, multiple environmental assessment indicators were grouped into a comprehensive index, namely the green characteristic index, and the green characteristic index was used to comprehensively evaluate the environmental impact of 11 kinds of battery packs. This study calculates and analyzes the environmental impact values of battery packs in different regions for four types of small, medium, intermediate, and limousine cars. Finally, the uncertainty analysis was carried out. Research has found that micro battery packs have a lower potential environmental impact than advanced battery packs, so smaller, more energy‐efficient battery electric vehicles (BEVs) generally perform better than larger BEVs for vehicle models. During the operation stage of the battery pack, the environmental impact value of carbon footprint and ecological footprint is greatly affected by the regional power structure. Running the battery pack in China will generate higher carbon footprint and ecological footprint. In addition, the green characteristic index is more affected by the stage of use. When the scene is switched, the larger the model of the electric vehicle, the more obvious its environmental emission reduction capability. This highlights the benefits of high‐efficiency electrical structures in large electric vehicles, which can reduce environmental impact by increasing lifetime and charging efficiency, reducing the loss of transport power in the area, and improving the weight‐to‐energy relationship for BEVs.

Battery electric vehicles (BEVs) have been widely publicized. Their driving performances depend mainly on lithium-ion batteries (LIBs). Research on this topic has been concerned with the battery pack’s integrative environmental burden based on battery components, functional unit settings during the production phase, and different electricity grids during the use phase. We adopt a synthetic index to evaluate the sustainability of battery packs. A life cycle assessment (LCA) is used to reveal the aspects of global warming potential (GWP), water consumption, and ecological impact during the two phases. An integrative indicator, the footprint-friendly negative index (FFNI), is combined with footprint family indicators of battery packs and electricity sources. We investigate two cases of 1 kg battery production and 1 kWh battery production to assess nickel–cobalt–manganese (NMC) and lithium–iron phosphate (LFP) battery packs and compare their degrees of environmental friendliness. Then, we break down the battery pack to identify the key factors influencing the environmental burden and use sensitivity analysis to analyze the causes. Moreover, we evaluate the environmental impact of battery packs during the use phase among different regions. Regardless of the functional unit (FU), the weights of the carbon footprint (CF), water footprint (WF), and ecological footprint (EF) are approximately the same. The results of the integrative environmental indicator, the FFNI, illustrate that the LFP is approximately 0.014, which is lower than that of the NMC battery pack in the mass production case. When using energy units as the FU, the FFNI of the NMC is 0.015, which reflects a lower environmental burden than that of other battery packs. In the use phase, 1kWh electricity consumption in China and Europe has the highest and lowest FFNI, respectively. When breaking down the battery-pack components, the simplified model advocates the cathode as the major contributor that determines the total environmental performance. In the following sensitivity analysis, the battery management system (BMS) is found to be the most intensive part of the footprint of most battery packs. FU can influence the evaluation results. Developing proper renewable energy sources can reduce the footprints of battery packs during the use phase. The positive electrode pastes in the battery cell, BMS, and packaging in the battery pack can influence the environmental burden. Adopting green materials in sections like the BMS may be a specific measure to enhance the environmental friendliness of a battery pack during the production phase.

Abstract Policy evolution in China has made great achievements in economic development, while its impact on water has also been significant. This study provides detailed insight into how diverse policy evolution affected the water footprint (WF) in China from 1997 to 2007 through input–output analysis and structural decomposition analysis. Input–output analysis was used to measure China's WF. The results indicate that the total WF in China decreased from 495.5 billion m3 in 1997 to 447.6 billion m3 in 2007. Structural decomposition analysis was applied to quantify the determinants of the changes in WF. The driving factors of the WF changes were decomposed into technology, sectoral connection, economic structure, gross economic scale and population. The results show that the sector with the most space to save water changed from agriculture to tertiary industry during the periods under study. Technology and economic structure effects always offset the WF increase, whereas gross economic scale effect always hindered water conservation. In 2002–2005, the sectoral connection effect abruptly changed from negative to positive, with the proportion of the total contribution rising to 60%. This phenomenon can be linked to market expansion, which led to a decrease in water utilization when China joined the WTO in 2001. To promote water conservation in China, macro-control policies should be formulated in coordination with self-readjustment policies.

Urban green development (UGD) is a highly topical issue. To assess the degree of UGD, in this paper, we use the driving forces, pressures, states, impacts, and responses (DPSIR) model to evaluate UGD with a collection of 40 indicators based on the three aspects of resource depletion, environmental damage and ecological benefits. The established system of indicators is then applied to evaluate the UGD in Beijing from 2000 to 2014 as a case study. The results demonstrate that it is essential to analyze the trend in the change in resource depletion, which had a high weight of 0.556 because environmental damage and ecological benefits partly changed in response to this driving force and pressure. However, the UGD index value of environmental damage (positive index) has decreased since 2010. By ranking the degree of correlation among indicators, it can be seen that UGD is highly related to the lifestyle, status quo, technology and education, industrialization, environmental quality, and ecological environment of a city. The health situation in Beijing has improved in the past 15 years; it was determined to be very unhealthy (75% at the very unhealthy level (V) and 9% at the very healthy level (I)) in 2000 but very healthy (8% at the very unhealthy level (V) and 60% at the very healthy level (I)) in 2014. However, there are internal problems due to imbalanced development in Beijing related to aspects such as the ecological environment, population and economy, social life, investment management, energy consumption and urban infrastructure. And government should adjust the energy structure, formulate detailed plans and policies on urban environment, and increase investment in education and business development.

A promising Li-rich high-capacity cathode material (xLi2MnO3·(1-x)LiMn0.5Ni0.5O2) has received much attention with regard to improving the performance of lithium-ion batteries in electric vehicles. This study presents an environmental impact evaluation of a lithium-ion battery with Li-rich materials used in an electric vehicle throughout the life cycle of the battery. A comparison between this cathode material and a Li-ion cathode material containing cobalt was compiled in this study. The battery use stage was found to play a large role in the total environmental impact and high greenhouse gas emissions. During battery production, cathode material manufacturing has the highest environmental impact due to its complex processing and variety of raw materials. Compared to the cathode with cobalt, the Li-rich material generates fewer impacts in terms of human health and ecosystem quality. Through the life cycle assessment (LCA) results and sensitivity analysis, we found that the electricity mix and energy efficiency significantly influence the environmental impacts of both battery production and battery use. This paper also provides a detailed life cycle inventory, including firsthand data on lithium-ion batteries with Li-rich cathode materials.

Abstract The footprint family was used to assess the environmental impact of Li–S, sodium-ion and Li-air batteries, and predict the greenest battery model among these three batteries in this study. Besides, considering the assessment sensibility affected of different LCA methodologies, totally 13 methods were used to form a comprehensive assessment result. The ecological footprint of the Li–S, sodium-ion and Li-air batteries are 189.40 Pt, 182.58 Pt and 29.84 Pt, respectively; the carbon footprint of the Li–S, sodium-ion and Li-air batteries are 67.94 kg CO2eq, 64.35 kg CO2eq and 10.15 kg CO2eq, respectively; and the water footprint of the Li–S, sodium-ion and Li-air batteries are 151.11 m3, 316.42 m3 and 21.15 m3, respectively. All methods show that Li-air battery is a more environmentally friendly battery model among these three new batteries. The footprint value of Li–S battery and Li-air battery mainly comes from the production of lithium-based materials. Also providing 1 kWh of electricity, far low demand for lithium resource is the main reason for Li-air battery to show its environmental advantages compared with Li–S battery. Besides, the close ecological and carbon footprints of sodium-ion battery are close to that of Li–S battery. And there is a far large water footprint of sodium-ion battery compared with Li–S battery. The low cost advantage of sodium resources is not enough to be reflected in the sodium-ion battery’s environmental advantages. The demand for lithium and sodium resources per kWh largely determines their environmental impact.

The sudden Coronavirus Disease reported at the end of 2019 (COVID-19) has brought huge pressure to Chinese Plug-in Electric Vehicles (PEVs) industry which is bearing heavy burden under the decreasing fiscal subsidy. If the epidemic continues to rage as the worst case, analysis based on System Dynamics Model (SDM) indicates that the whole PEVs industry in China may shrink by half compared with its originally expected level in 2035. To emerge from the recession, feasible industrial policies include (1) accelerating the construction of charging infrastructures, (2) mitigating the downtrend of financial assistance and (3) providing more traffic privilege for drivers. Extending the deadline of fiscal subsidy by only 2 years, which has been adopted by the Chinese central government, is demonstrated to achieve remarkable effect for the revival of PEVs market. By contrast, the time when providing best charging service or most traffic privilege to get the PEVs industry back to normal needs to be advanced by 10 years or earlier. For industrial policy makers, actively implementing the other two promoting measures on the basis of existing monetary support may be a more efficient strategy for Chinese PEVs market to revive from the shadow in post-COVID-19 era.