Current Status of Environmental, Health, and Safety Issues of Lithium Ion Electric Vehicle Batteries
9/1/1995
Lithium ion batteries are mid- to long-term candidates for propelling electric vehicles. In theory, lithium-based batteries can achieve a higher energy density than systems using other elements. In addition, the lithium ion system is less reactive and more relieable than present lithium metal systems and has possible performance advantages over some lithium solid polymer electrolyte batteries. Understanding the environmental, health, and safety issues associated with these batteries is an important step toward their commercialization. Analysts at the National Renewable Energy Laboratory studied these issues, and their finds are presented in this report. They reviewed a system that uses lithium intercalation compounds for the positive and negative electrodes and an organic liquid and a lithium salt for the electrolyte. The study considered call chemistry, materials selection, intrinsic material hazards, mitigation of those hazards, environmental requirements, pollution control options, and shipping requirements. Some possible lithium ion battery materials were found to be toxic or carcinogenic. The report recommends further research on the hazards of possible chemical reactions in lithium ion batteries. However, the report states that cells and batteries designed to be reliable and durable will likely mitigate material hazards as well. Analysis suggest that minimizing waste during manufacturing and at the end of the battery life could reduce the burden of environmental compliance. In addition, they discuss various regulatory options for shipping lithium ion batteries.
Authors: Vimmerstedt, L.J.;Ring, S.;Hammel, C.J.
Electric and Hybrid Vehicles Program: 18th Annual Report to Congress for Fiscal Year 1994
4/1/1995
This eighteenth annual report serves to inform the United States Congress of the progress in Fiscal Year 1994 and the plans of the Department of Energy Electric and Hybrid Vehicle Research and Development Program. The Department focuses on the technologies that are critical to making electric and hybrid vehicles commercially viable and competitive with current production gasoline-fueled vehicles in performance, reliability, and affordability. During Fiscal Year 1994, the Department and the United States Advanced Battery Consortium worked together focusing the efforts of battery developers on the battery technologies that are most likely to be commercialized in the near term. They also made progress demonstrating the technical feasibility of fuel cells for passenger bus and light duty vehicle applications.
AFDC Update: News of the Alternative Fuels Data Center (Vol. 3, Iss. 2)
10/1/1994
This issue includes articles on: 1) emissions testing of Dodge Spirit FFVs; 2) the EPA's issuance of final gaseous fuel emissions standards; 3) the AFDC's new option for retrieving data; 4) emissions data which show varied results on 1992 CNG/gasoline conversions; 5) downloading files from the AFDC for non-internet users; 6) accessing the AFDC through the internet; 7) a new methanol video from DOE, NREL, and Los Angeles MTA; 8) an EPACT update; and 9) upcoming meetings and conferences.
NREL Examines Environmental, Health, and Safety Issues Concerning Nickel Metal Hydride Batteries
7/1/1994
A new candidate for powering electric vehicles - the nickel metal hydride (NiMH) battery - is approaching the marketplace. But before it can be commercialized, its safety must be examined and any health and environmental issues must be brought forth and resolved. An NREL study found that NiMH cells and batteries present few health and safety risks, primarily because the electrode materials are nontoxic. However, future EH&S work is necessary to bring these batteries closer to commercialization.
Notes: For more information call David Corbus, NREL, Analytic Studies Division, (303) 231-1364
Impacts of Alternative Fuels on Air Quality
6/1/1994
The objective of this project was to determine the impact of alternative fuels on air quality, particularly ozone formation. The alternative fuels of interest are methanol, ethanol, liquefied petroleum gas, and natural gas. During the first year of study, researchers obtained qualitative data on the thermal degradation products from the fuel-lean (oxidative), stoichiometric, and fuel-rich (pyrolytic) decomposition of methanol and ethanol. The thermal degradation of ethanol produced a substantially larger number of intermediate organic by-products than the similar thermal degradation of methanol, and the organic intermediate by-products lacked stability. Also, a qualitative comparison of the UDRI flow reactor data with previous engine test showed that, for methanol, formaldehyde and acetone were the organic by-products observed in both types of tests; for ethanol, only very limited data were located.
Authors: Taylor, P. H.;Dellinger, B.
AFDC Update: News of the Alternative Fuels Data Center (Vol. 3, Iss. 1)
4/1/1994
This issue includes articles on: 1) AMFA heavy-duty data which indicates that E95 and CNG fuel economies are virtually the same as diesel; 2) DOE funding of a heavy-duty demonstration program; 3) DOE funding efforts for a safe school bus; 4) hotline inquiries; and 5) the comparison of fuel economies of light-duty AFVs.
Magnitude and Value of Electric Vehicle Emissions Reductions for Six Driving Cycles in Four U.S. Cities with Varying Air Quality Problems
10/1/1993
The emissions of logically competing mid-1990 gasoline vehicles (GVs) and electric vehicles (EVs) are estimated as if the vehicles were driven in the same pattern (driving cycle). Six different driving cycles are evaluated, ranging in speed from 7 to 49 miles per hour (mph). These cycles are repeated using specific fuel composition, electric power mix, and environmental conditions applicable to Chicago, Denver, Los Angeles, and New York. The year 2000 emissions differences are estimated for each of five pollutants: HC, CO, NOx, SOx, and CO2. With use of EVs, HC and CO emissions are consistently lowered by 98% or more. Across metropolitan areas, CO2 emissions reductions are uniformly large at low speed, but variable at high speed. It is found that initially-introduced EVs could achieve 100% emission reductions in Chicago by using off-peak power from nuclear power plants for recharging EVs. Emissions reductions occur for all combinations in Los Angeles and for most combinations in New York, except for SOx. NOx emissions are reduced in all four cities. An "avoided cost" value in dollars per ton of emissions reductions for each of the five pollutants is estimated in each of the four cities. The values for each city depend on severity of air quality standard violations. Dollar value of EV emissions reductions is calculated with dollars per ton of emissions reductions and estimated emissions reductions by EVs over the vehicle lifetime. The emissions reduction value is estimated as if a mid-1990s EV is substituted for a GV for each driving cycle in each city. Depending on driving conditions assumed, the emissions reduction value for EVs driven an average of 1.6 hours per day (h/d) ranges from $12,600 to $19,200 in Los Angeles; $8,500 to $12,200 in New York; $3,200 to $9,400 in Chicago; and $6,000 to $9,000 in Denver (1989$).
Authors: Wang, Q.;Santini, D. L.
Electric and Hybrid Vehicles Program: 16th Annual Report to Congress for Fiscal Year 1992
8/1/1993
This report describes the progress achieved in developing electric and hybrid vehicle technologies, beginning with highlights of recent accomplishments in FY 1992. Detailed descriptions are provided of program activities during FY 1992 in the areas of battery, fuel cell, and propulsion system development, and testing and evaluation of new technology in fleet site operations and in laboratories. This Annual Report also contains a status report on incentives and use of foreign components, as well as a list of publications resulting from the DOE program.
AFDC Update: News of the Alternative Fuels Data Center (Vol. 2, Iss. 2)
7/1/1993
This issue includes articles on: 1) the growth of the AFDC; 2) new AFDC software; 3) AFDC's provision of state AFV purchasing plans; 4) the WVU transportable lab; 5) the availability of heavy-duty emissions data; 6) the collection of heavy duty AFV performance data; and 7) the hotline's responses to tax questions.