![]() ![]() By comparing these configurations with the technical requirements for second life applications, a reader can rapidly understand the tradeoffs and practical strategies for how best to implement second life batteries for their specific application. Options for battery configurations are explored (pack direct use, stack of battery packs, module direct use, pack refurbish with modules, pack refurbish with cells). The procedure is composed of three stages, including an evaluation of the state of the battery, an evaluation of the technical viability and an economic evaluation. In this article, a battery assessment procedure is proposed that consolidates and expands upon the approaches in the literature, and facilitates the decision-making process for a battery after it has reached the end of its first life. Many different second life applications have been proposed, each with multiple criteria that have to be taken into consideration when deciding the most suitable course of action. Using batteries after their first life in an Electric Vehicle (EV) represents an opportunity to reduce the environmental impact and increase the economic benefits before recycling the battery. Before 2040, most EV batteries will follow streams towards the circular economy, although at some point, they will have to be sent directly to recycling after the vehicular use. However, battery reuse is an option that, considering the growing EV market, will rapidly saturate the stationary energy storage demand. Once retired, most EV batteries will have a SoH higher than 75% within the next 20 years, opening an interesting market for second-life businesses. Results indicate that most EVs will reach EoL for reasons other than under-performance. ![]() The model is applied to the current retirement characteristics of combustion vehicles to statistically determine the expected SoH at the vehicle EoL. This study presents a battery ageing model to estimate the SoH of EV batteries according to their age and mileage. To analyze battery reuse, a closer look at the End of Life (EoL) conditions of these batteries must be taken. However, the limited number of retired batteries and the trend in battery capacity increase hinder a realistic evaluation of second-life applications. Second-life businesses from Electric Vehicle (EV) batteries are gaining attention considering that these batteries are deemed as inappropriate for transport purposes once they reach 80 or 70% of State of Health (SoH).
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