BLOGPOSTS

The development of non-destructive inline testing machines and procedures will enable manufacturers to employ a no-faults-forward principle, thereby reducing costs invested in failed parts, limiting unnecessary waste and optimising the number of FA&T (formation, ageing and testing) channels.

To understand the impact battery design has on the costs associated with different battery recovery methods and their economic feasibility, HSSMI developed a battery lifecycle cost estimation methodology as part of the VALUABLE project.

By 2040, there will be a need for 140 GWh in battery cell capacity, equivalent to five Gigafactories. Currently however, there is only 3 GWh of production in the UK and, by 2030, just a further 45 GWh planned, leaving a major gap – over 95 GWh – between the forecasted supply and demand.

Implementing DfEoL principles into battery assembly, and keeping in mind the potential to disassemble a product and recover materials and value at its end of life, could present an attractive opportunity to OEMs if the control of the battery and its remaining value were to be retained with the OEM.

Recycling businesses are keen to take up automotive traction battery recycling, but there are several technical and economic challenges that deter investment, including competitive export markets, lack and difficulty of obtaining data, a skills gap, and limited experience.

Project VALUABLE, led by HSSMI, has been instrumental in shedding light on second life opportunities for li-ion batteries. As the project closed at the end of March, we are now sharing our findings in order to generate discussion amongst the public and inspire further research.