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A precise estimation of the state of charge (SoC) of the lithium-ion battery is crucial for reducing range-anxiety and improving the performance of the electric vehicle (EV) battery management system. An accurate estimation of the SoC, however, has remained elusive due to the complex and nonlinear behavior of the battery. In this article, a new mixed estimation model (MEM) for the battery parameters and the SoC estimation is proposed, where the route is specified before the travel. The new MEM uses a combination of a battery power-based method (BPBM), a combined model, and a partial adaptive forgetting factor recursive least-square (PAFF-RLS) SoC calibration algorithm to make use of the best characteristics of each model to determine a better and more accurate SoC estimation. The partial adaptive forgetting factors solves the issue of the different rate changes in the battery parameters and reduces the complexity of the algorithm compared to the fully adaptive recursive models. The BPBM allows various traveling factors to be included in the model, such as the environmental conditions, the effect of auxiliary loads, and the traffic congestion. To verify the validity of the PAFF-RLS algorithm, two laboratory tests using real-time driving cycles have been conducted on a 2012 Nissan Leaf 31.1 Ah Manganese-oxide Li-ion battery cell. The effectiveness of the MEM model has been demonstrated by driving the Nissan Leaf along two selected routes in Australia. The results demonstrate the great accuracy of the proposed method for the SoC estimation, when compared with those from the previous models. [ABSTRACT FROM AUTHOR]

Highlights • LIB waste is still largely disposed to landfill in Australia. • Urban mining of LIB waste can supplement dwindling primary minerals and materials. • Strong economic drivers support the development of a local LIB recycling industry. • Low volumes forecast to reach criticality by 2036, with no recycling infrastructure in place. • Materials tracking, waste generation and fate and technology design need to be addressed. • Low collection rates can be improved with policy and regulation development. Abstract With declining ore grades and increasing waste volumes, lithium-ion battery (LIB) wastes are increasingly considered valuable for urban mining for metal recovery and re-use. In Australia, LIB is not classified as hazardous, despite having significant human and environmental health risks if handled and disposed of improperly. Unlike in Europe and Asia, regulations or policies to enforce or encourage product stewardship are lacking, with small recycling schemes targeting only consumer behaviour, and voluntary actions of manufacturers and distributors. Although manual sorting and dismantling of LIB waste occur onshore, the valuable components are shipped overseas for processing due to limited onshore capacity to recover the inherent metal values. In this paper, LIB recycling in Australia is reviewed, considering the projections of LIB waste generation, identification of future trends, opportunities and potential for innovation for LIB recycling in Australia. Key gaps surrounding materials tracking, waste generation and fate and technology design need to be addressed to support the development of the industry and to support the use of primary minerals and materials in Australia. [ABSTRACT FROM AUTHOR]

As the World's dependence on lithium battery technology continues its rapid growth, reserves of key manufacturing minerals are not forecast to keep pace with demand. Repurposed electric vehicle batteries offer a viable means to reduce the number of retired lithium-ion batteries proceeding directly to landfill and prolong their useful life while end of life solutions, including recycling, are developed and matured. This paper presents a novel physical allocation method based on the critical performance criteria: remaining capacity, module retention rate and repurposed electric vehicle battery lifetime (second life). To verify the allocation method, a case study directly compares the emissions generated by a repurposed electric vehicle battery and a virgin stationary storage battery of equivalent capacity in Australia. The repurposed battery has a smaller footprint across all eight environmental impact categories, provided it operates for a minimum of six years. A sensitivity analysis shows battery repurposing can achieve carbon reductions if the repurposed electric vehicle battery lifetime exceeds 4.25 years. The breakeven points for remaining capacity and module retention rate at the beginning of the second life occur at 66% and 75% respectively. In addition, a comprehensive repurposing life cycle inventory was developed for the repurposing phase which includes all added components and processes required to repurpose an electric vehicle battery to function as a stationary storage battery. Further analysis discusses the influence of increased production efficiencies over time when comparing product systems, and the need to account for these changes in allocation methodology. [Display omitted] [ABSTRACT FROM AUTHOR]