![]() Also as input to GREET, we calculated new emission factors for equipment (kilns, dryers, and calciners) that were not previously included in the model and developed new material and energy flows for the battery electrolyte, binder, and binder solvent. As input for GREET, more » we developed new or updated data for the cathode material and the following materials that are included in its supply chain: soda ash, lime, petroleum-derived ethanol, lithium brine, and lithium carbonate. Our analysis concluded that cobalt- and nickel-containing compounds are the most energy intensive to = as the cathode material using Argonne's Battery Performance and Cost (BatPaC) model for hybrid electric vehicles, plug-in hybrid electric vehicles, and electric vehicles. Further, we used Argonne National Laboratory’s Battery Performance and Cost (BatPaC) model to determine battery composition (e.g., masses of cathode, anode, electrolyte, housing materials) when different cathode materials were used in the battery. For some cathode materials, we considered solid state and hydrothermal preparation methods. This report documents the material and energy flows of producing each of these cathode and anode materials from raw material extraction through the preparation stage. Lithium metal is also an emerging anode material. ![]() In the case of the LMR-NMC cathode, the anode is either graphite or a graphite-silicon blend. In GREET, these cathode materials are incorporated into batteries with graphite anodes. The Greenhouse gases, Regulated Emissions and Energy use in Transportation (GREET) model has been expanded to include four new cathode materials that can be used in the analysis of battery-powered vehicles: lithium nickel cobalt manganese oxide (LiNi 0.4Co 0.2Mn 0.4O 2 ), lithium iron phosphate (LiFePO 4 ), lithium cobalt oxide (LiCoO 2 ), and an advanced lithium cathode (0.5Li 2MnO 3∙0.5LiNi 0.44Co 0.25Mn 0.31O 2 ).
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