Here, it starts with the operation mechanism of batteries, and it aims to summarize the latest advances for biomass-derived carbon to achieve high-energy battery materials, including activation carbon methods and the structural classification of biomass-derived carbon materials from zero dimension, one dimension, two dimension, and three dimension.
A case study on a zero-energy district in subtropical Guangzhou indicates that lifetime EV battery carbon intensity is +556 kg CO2,eq /kWh for the scenario with pure fossil fuel-based grid reliance, while the minimum carbon intensity of EVs at −860 kg CO 2,eq /kWh can be achieved for the solar-wind supported scenario.
The whole performance of Zn–CO 2 batteries, therefore, is determined by the combination of each component. In order to further improve the practical feasibility of Zn–CO 2 electrochemical systems in terms of the co-production of electricity and carbonaceous fuels, there exist some key issues and challenges needed to be concerned in the future.
There are two types of key factors affecting the recycling of new energy vehicle batteries. One is external factors, such as government policies, industry regulations, market environment, etc., which together constitute the external framework of new energy vehicle battery recycling.
Primary Zn–CO 2 batteries are only able to perform the discharge process, where CO 2 is electrocatalytically reduced in the cathode camber and metallic Zn anode is oxidized in the anode chamber.
As finite rational individuals 24, the strategy choice of each participant in the new energy battery recycling process is not always theoretically optimal, and the new energy battery recycling strategy is also influenced by the carbon sentiment of manufacturers, retailers, and other participants.