![]() Each battery is designed by the battery manufacturer and automotive OEM to be best suited to a given EV model, which increases refurbishing complexity due to lack of standardization and fragmentation of volume. The first is the large number of battery-pack designs on the market that vary in size, electrode chemistry, and format (cylindrical, prismatic, and pouch). Please email us at: to unlock this new pool of battery supply, several challenges in repurposing EV batteries must be overcome. If you would like information about this content we will be happy to work with you. We strive to provide individuals with disabilities equal access to our website. This volume will exceed the demand for lithium-ion utility-scale storage for low- and high-cycle applications combined (Exhibit 2), which by 2030 will constitute a market with global value north of $30 billion. Large volumes with large challengesĭue to the rapid rise of EVs in recent years and even faster expected growth over the next ten years in some scenarios, the second-life-battery supply for stationary applications could exceed 200 gigawatt-hours per year by 2030. Than new ones in these applications, tying up significantly less capital per cycle. In 2025, second-life batteries may be 30 to 70 percent less expensive 1Ĭomparing cost outlook on new packs versus on second-life packs, which includes costs of inspection, upgrades to hardware, and upgrades to the battery-management system. Based on cycling requirements, three applications are most suitable for second-life EV batteries: providing reserve energy capacity to maintain a utility’s power reliability at lower cost by displacing more expensive and less efficient assets (for instance, old combined-cycle gas turbines), deferring transmission and distribution investments, and taking advantage of power-arbitrage opportunities by storing renewable power for use during periods of scarcity, thus providing greater grid flexibility and firming to the grid. Please email us at: can provide the most value in markets where there is demand for batteries for stationary energy-storage applications that require less-frequent battery cycling (for example, 100 to 300 cycles per year). While having an additional source of battery metals through recycling can be compelling to battery makers looking to secure supply, it will be critical to develop a recycling process that is sufficiently cost-competitive with mining for this path to gain scale however, new processes that recover more material are not yet fully mature. Recycling can make sense if the battery electrodes contain highly valued metals such as cobalt and nickel, because there could be a sufficient gap between the procurement and recycling cost, especially given the predicted tight supply of nickel and potentially cobalt in the 2020s. ![]() In most regions, regulation prevents mass disposal. Disposal most frequently occurs if packs are damaged or if they are in regions that lack necessary market structure. When an EV battery reaches the end of its useful first life, manufacturers have three options: they can dispose of it, recycle the valuable metals, or reuse it (Exhibit 1). ![]() After remanufacturing, such batteries are still able to perform sufficiently to serve less-demanding applications, such as stationary energy-storage services. ![]() Yet, these batteries can live a second life, even when they no longer meet EV performance standards, which typically include maintaining 80 percent of total usable capacity and achieving a resting self-discharge rate of only about 5 percent over a 24-hour period. Subjected to extreme operating temperatures, hundreds of partial cycles a year, and changing discharge rates, lithium-ion batteries in EV applications degrade strongly during the first five years of operation and are designed for approximately a decade of useful life in most cases. Video Sparking a second life for EV batteriesĮV batteries have a tough life.
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