Work is now under way to develop battery-recycling processes that minimize the life-cycle impacts of using lithium-ion and other kinds of batteries in vehicles. They also have a high power-to-weight ratio, high energy efficiency, good high-temperature performance, and low self-discharge. The current collectors—aluminum or copper plates through which electrons exit and enter the battery—are a battery’s internal analog to wires.
Accordingly, the individual cells are optimized to deliver brief bursts of power in hybrids or long-lasting energy to maximize range for EVs. A Volt plug-in hybrid uses pairs of cells wired in parallel, while all 80 cells in the Malibu hybrid’s pack are wired in series. The two most prolific hybrid manufacturers on the market, Toyota and Honda, each have battery packs with around 100 to 200 volts. They may also be useful as secondary energy-storage devices in electric-drive vehicles because they help electrochemical batteries level load power. Ultracapacitors can provide vehicles additional power during acceleration and hill climbing and help recover braking energy. The Ford Escape Hybrid’s battery pack, made by Sanyo, consists of 250 individual nickel metal hydride cells. It’s also a metaphorical fuel pump dictating the peak power that can be delivered to a motor. Therefore, battery design that considers disassembly and recycling is important in order for electric-drive vehicles to succeed from a sustainability standpoint. A hybrid’s brief spurts of peak power mean higher electrical current, and higher current requires larger wires. These coatings are the secret sauces (such as lithium-manganese-oxide) that define the electricity-generating chemical reactions, but the chemistry is not critical to determining if the cell is more power- or energy-dense. Lead-acid batteries can be designed to be high power and are inexpensive, safe, and reliable. Electric-drive vehicles are relatively new to the U.S. auto market, so only a small number of them have approached the end of their useful lives. As a result, few post-consumer batteries from electric-drive vehicles are available, thus limiting the extent of battery-recycling infrastructure.
“It’s kind of like designing an engine,” said Pablo Valencia, senior manager in global battery engineering at GM. But not all recycling processes are the same: Separating the different kinds of battery materials is often a stumbling block in recovering high-value materials. Hybrids use thicker collectors than EVs to carry more current. Japan is leading in adapting the HEV because of high fuel costs and environmental concerns. Lithium-ion batteries are currently used in most portable consumer electronics such as cell phones and laptops because of their high energy per unit mass relative to other electrical energy storage systems. Battery engineers establish the power-to-energy ratio early in the design process by defining the thicknesses of both the current collectors and their chemical coatings. Nickel-metal hydride batteries have a much longer life cycle than lead-acid batteries and are safe and abuse tolerant. The opposite is true of the chemical coatings applied to the collectors. Most components of lithium-ion batteries can be recycled, but the cost of material recovery remains a challenge for the industry. Learn more about research and development of batteries from the National Renewable Energy Laboratory's energy storage pages and the U.S. Department of Energy Vehicle Technologies Office's batteries page. Widespread battery recycling would keep hazardous materials from entering the waste stream, both at the end of a battery's useful life and during its production.
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