在一项联合研究中, RWTH Aachen University and LKQ have investigated challenges with defective and end-of-life traction batteries of battery-electric vehicles (BEV) and demonstrate possible solutions in battery reuse, 再制造, 修复, 和回收.
瑞士楚格州. 在第43届维也纳国际汽车研讨会上, the Chair “Production Engineering of E-Mobility Components” (PEM) of RWTH Aachen University, 德国, and LKQ欧洲 presented their investigation on challenges of traction batteries that occur over time and usage, 比如组件故障和电池退化. They evaluate benefits, the cost, and emission reduction by a circular ecosystem. The future-looking project focuses on resource conservation, protection of the residual value of battery-electric vehicles, and extending the lifetime of the battery to keep the vehicle on the road with good performance.
“E-mobility is picking up speed – and must be careful not to overtake its own sustainability claim in the process. The volume of lithium-ion batteries in the last stage of their life in electric vehicles will increase massively in the coming years,阿奇姆·坎普克教授说, founder and head of the PEM chair of RWTH Aachen University. “因此, we need to develop economical and sustainable concepts for the optimization and reuse of batteries – and at the very end also for the recovery of raw materials.”
Arnd弗朗茨, CEO of LKQ欧洲: “We want to be first to market in electrification in the Independent Aftermarket. Our cooperation with RWTH Aachen University is a crucial part of our strategy to offer diagnostics, 逆向物流, 修复, 以及回收牵引电池. 作为最大的汽车回收商, LKQ is expanding its life cycle solutions for electric vehicles rapidly.”
The study focuses on critical elements and potential solutions in the value chain. A fully closed loop shows the highest savings in cost and minimizes CO2 emissions, stressing the importance of battery 修复 and 再制造. Recycling of raw materials remains important, but should only be considered as a last resort.
The traction battery is the most valuable part of a battery-electric vehicle, and it is expected to last 10-14 years before it needs to be replaced. 在这一点上, 今天, a non-closed battery loop is still present in many situations, 导致材料浪费和昂贵的处理. 但原材料供应短缺, 减排目标, and cost considerations call for sustainable long-term solutions. End-of-life as well as defective BEV batteries should be processed in a closed-loop system. With the current sharp rise of electrification in the automotive sector, the European automotive value chain is at the dawn of a major transition. LKQ expects a steep increase in battery-electric vehicles in the Independent Aftermarket starting from 2028 when a substantial number of BEVs come out of manufacturer warranty and enter the independent workshops.
“We expect around 34 million installed high-voltage batteries in the battery-electric vehicle fleet in Europe by 2030,Christoph写道Schön, LKQ欧洲E-Mobility创新经理. “The question is, how long will these batteries be intact? According to current estimates, by the end of the decade, about 1.3 million batteries per year will come back from the road due to electrical, 机械, and electrochemical failures and will need to be diagnosed and then 修复ed or replaced. After that, we expect these returns to continue to increase at a rate of 30 percent per year. If the entire battery system needs to be replaced, this work is expensive. We want to have suitable and sustainable solutions on offer, where the driver of an electric car doesn’t need to invest in a new battery for a 10-year-old vehicle but can get a battery 修复 or refurbishment for a fraction of the cost.”
As a key enabler of a circular economy in the automotive sector, LKQ’s goal is to provide solutions for the challenges of the workshop of the future. 也, vehicle and battery manufacturers need to take design for disassembly into account at an early stage in their product development processes to reach scale in 修复 and 再制造 later on. 最后, policymakers are required to provide an open and competitive framework, allowing non-discriminatory access to battery interfaces for the Aftermarket to enable service and 修复.
The Chair “Production Engineering of E-Mobility Components” (PEM) of RWTH Aachen University researches all topics of the automotive value chain in the field of electromobility and has great success in numerous projects in the areas of battery production, 电动动力系统, 等汽车生产系统. PEM has also published various papers on circular economy topics for e-mobility components.
LKQ欧洲, LKQ公司的子公司, 总部在楚格, 瑞士, is the leading distributor of automotive aftermarket parts for cars, 商业货车, 以及欧洲的工业车辆. 目前约有26名员工,拥有超过1人的网络,000家分行和大约6美元.2021年实现收入10亿美元. The organization supplies more than 100,000 independent workshops in over 20 European countries.
该组织包括欧洲汽车零部件公司, LKQ Fource, RHIAG集团, Elit, LKQ CZ, 和STAHLGRUBER集团, 也是回收专家, Atracco. LKQ还持有Mekonomen Group的少数股权.
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