Carbon footprint of Li-Oxygen batteries and the impact of material and structure selection
Carbon footprint of Li-Oxygen batteries and the impact of material and structure selection
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DOI：
10.1016/j.est.2023.106684
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发表时间：
2023-04
影响因子：
9.4
通讯作者：
Melodie Chen-Glasser;A. Landis;S. DeCaluwe
中科院分区：
文献类型：
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作者：
Melodie Chen-Glasser;A. Landis;S. DeCaluwe
高能量密度锂氧电池具有增加电动汽车续航里程的潜力，但技术挑战阻碍了商业化。研究人员提出了电解液、催化剂和粘结剂来提高电池容量，减少容量衰减。然而，新颖的电池设计并不总是与温室气体(GHG)排放的减少一致。仅使用电化学指标优化电池设计忽略了不同材料对环境影响的差异。缺乏统一的报告做法使这种努力更加复杂。本文介绍了常用的锂氧电池材料及其温室气体排放。我们使用生命周期评价方法估计了五种锂氧电池设计的温室气体排放量：(I)无催化剂，(Ii)有催化剂，(Iii)无碳和无粘结剂，(Iv)阳极保护，和(V)无碳，无粘结剂和金催化剂。这项工作突出了锂氧电池生命周期分析方面的知识空白，提供了一个量化电池组成影响的基准，并展示了与实验室规模电池的某些材料和设计相关的温室气体排放。如果考虑更换电池，预测的温室气体排放量范围为电池10-70公斤二氧化碳当量(公斤二氧化碳e)公斤−1，60-1200公斤二氧化碳当量千瓦时−1，以及车辆行驶0.15-21公斤二氧化碳当量公里−1。
High energy density lithium-O 2 batteries have potential to increase electric vehicle driving range, but commercialization is prevented by technical challenges. Researchers have proposed electrolytes, catalysts, and binders to improve the battery capacity and reduce capacity fade. Novel battery design, however, is not always consistent with reduction in greenhouse gas (GHG) emissions. Optimizing battery design using solely electrochemical metrics ignores variations in the environmental impacts of different materials. The lack of uniform reporting practices further complicates such efforts. This paper presents commonly used lithium-O 2 battery materials along with their GHG emissions. We use LCA methodology to estimate GHG emissions for five proposed lithium-O 2 battery designs:(i) without catalyst,(ii) with catalyst,(iii) carbon-less and binder-less,(iv) anode protection, and (v) carbon-less, binder-less with gold catalyst. This work highlights knowledge gaps in lithium-O 2 battery LCA, provides a benchmark to quantify battery composition impacts, and demonstrates the GHG emissions associated with certain materials and designs for laboratory-scale batteries. Predicted GHG emissions range from 10–70 kg of CO 2 equivalent (kg CO 2 e) kg− 1 of battery, 60–1200 kg CO 2 e kWh− 1, and 0.15–21 kg CO 2 e km− 1 of vehicle travel, if battery replacement is considered.