Browse Topic: Lead-acid batteries
Due to the expense and time commitment associated with extensive product testing, vehicle manufacturers are developing new simulation techniques to verify vehicle component performance with less testing and more confidence in the final product. Battery lifetime is of particular difficulty to predict, since each battery is different and there are many different control scenarios that could be implemented based on the specific requirements of each battery type. In order to solve this problem for a 12V auxiliary lead-acid battery, a battery durability analysis model has been previously adapted from lithium-ion applications, which is capable of verifying the impact of lead-acid battery durability in a short period of time. In this study, calibration tools for this model were developed and are presented here, and durability analysis and verification are performed for the application of new electric vehicles. New control strategies, designed specifically for the auxiliary batteries in
The 1915 Detroit Electric Brougham was powered by lead-acid batteries, and so was the first generation of the General Motors EV1 back in 1996. The 1915 car could reportedly travel 80 miles (129 km) on a single charge, and the EV1 wasn’t much better, with a range of 70 to 100 miles (113 to 161 km).
Most industry experts cite GM's EV1 as the first EV of contemporary times. But the EV1 had a pioneering forerunner from decades prior. The production EV1 by General Motors in the 1990's gets some credit for being, technology-wise, one of the first viable EVs. The limitation was its heavy lead-acid battery storage and short range. Less known is the fact that in 1963, a full quarter century earlier, GM was working on its first EV that pioneered a state-of-the-art propulsion system that is still the basis for all EVs today.
This method covers electric outboards that are rated in terms of static thrust.
Light Electric Vehicles (LEVs) such as golf carts have been traditionally powered by lead-acid batteries. Original Equipment Manufacturers (OEMs) are transitioning to Lithium-ion (Li-ion) batteries as they offer several advantages over lead-acid batteries, such as higher power density, longer run time, and zero maintenance. However, a successful transition requires careful consideration of the differences in the cell chemistry and the battery pack behavior.
Lithium-ion batteries (LIBs) have become a focus of research interest for electric vehicles (EVs) due to their high volumetric and gravimetric energy storage capability, lower self-discharge rate, and excellent rechargeability coupled with high operational voltage as compared with the lead-acid batteries. This paper presents different machine learning approaches to predict health indicators & usable cycle life of LIBs. Here, we focus on two important battery health indicators i.e., battery discharge capacity and Internal resistance (IR). We used publicly available multi-cycled data of the Lithium Iron Phosphate (LFP), Lithium-Nickel-Manganese-Cobalt-Oxide (NMC) and Lithium Cobalt Oxide (LCO) cells. The approach proposed for predicting health indicators involves using a time-series model in the areas where the actual data i.e., from the Beginning of life (BOL) to the End of life (EOL) is not available. This methodology includes dynamically training a time-series based regression models
This SAE Standard defines the safety and performance requirements for low-speed vehicles (LSVs). The safety specifications in this document apply to any powered vehicle with a minimum of four wheels, a maximum level ground speed of more than 32 km/h (20 mph) but not more than 40 km/h (25 mph), and a maximum gross vehicle weight of 1361 kg (3000 pounds), that is intended for operating on designated roadways where permitted by law.
This SAE Standard serves as a guide for vibration testing procedures of Automotive and Heavy Duty storage batteries.
An uninterruptible power supply (UPS) is a great way to ensure that power to important loads is not lost in the case of a power failure. When incoming power to the UPS is lost, it immediately switches into battery mode, which allows the connected loads to run off this reserve energy. But if the UPS itself fails, then any power loss will shut down the entire system. Therefore, it is important to make sure a UPS is reliable and reaches its full lifetime potential. Using the proper battery for each application and constantly monitoring the system to maximize uptime can ensure the full life of a UPS.
This SAE Standard provides safety requirements for vacuum excavation and sewer cleaning equipment. This document is not intended to cover equipment addressed by other on-road federal, state, and local regulations. Truck-mounted or trailer-mounted vehicles are required to meet local or regional on-road requirements, as applicable.
The chemistry identification system is intended to support the proper and efficient recycling of rechargeable battery systems used in transportation applications with a maximum voltage greater than or equal to 12 V. These applications include propulsion, starting/lighting/ignition, and providing power to other vehicle equipment. Other battery systems such as non-rechargeable batteries, batteries in electronics, and telecom/utility batteries are not considered in the development of this specification. This does not preclude these systems from adapting the format proposed if they so choose.
Lead-acid batteries have been widely used in automotive applications. Extending battery life and reducing battery warranty requires reducing any deteriorating to battery internals and battery electrolyte. At the end of battery life, it is required to maintain at least 50% of its initial capacity [1,2]. The rate of battery degradation increases at high battery temperatures due to increased rate of electrochemical reactions and potential loss of battery electrolyte. For Lead-Acid batteries, an electrolyte solution consists of diluted sulfuric acid. Battery electrolyte/water loss affects battery performance. Water loss is caused by high internal battery temperature and gassing off due to battery electrochemistry. High temperatures, high charging rates, and over charging can cause a loss of electrolyte in non-sealed batteries. In sealed batteries, the same factors will cause an increase in temperature and pressure which can eventually result in the release of hydrogen and oxygen gases. Any
The paper presents a trend of vehicles connected to the internet, adding connected features related to the customers and its impact inside vehicle lead-acid battery health. Lead acid battery work in internal combustion engine context as the power source to crank vehicle and allow usage of vehicle electrical features with engine off, as example: use the infotainment system with engine off. It’s not rare to observe field issues, characterized as dead battery, that customer cannot crank the vehicle, causing dissatisfaction, few cases caused by some loads kept on with engine off. This paper intent to navigate through 3 macro phases and a conclusion: First phase shows concept of battery State of Charge (SOC), define a management of key-off load (KOL) current consumption and explain battery drain calculation with main objective to align key background knowledge to understand next phases; Second phase focus on modeling a hypothetic not connected vehicle in regarding of battery design
This SAE Recommended Practice specifies the design and/or evaluation with the specific equipment, conditions, and methods for distributorless battery ignition systems intended for use in various internal combustion engines including automotive, marine, motorcycle, and utility engine applications. The test procedures listed in this document are limited to measurements performed on a test bench only and do not include measurements made directly on engines or vehicles. This standard is not intended to supply information for battery ignition systems used in aircraft applications of any type.
This paper deals with the concept design of a mini tractor which is suitable for mild ploughing operations with 5 kW electric motor. The low cost battery driven mini tractor operates on a lead acid batteries. The design principles and calculations of electric tractor powertrain are studied and delineated in details. By using these calculations, parameters of the major powertrain components like drive motor, battery and transmission are obtained. The powertrain model of an electric tractor is modelled with MATLAB/Simulink to estimate the traction and battery performance. The CAD model of tractor is prepared in Solidworks and CAE analysis of chassis is performed using ANSYS Workbench to ensure safety and reliability. Calculations are performed for tractor subsystems such as steering system and braking system. The analysis results confer the design as safe and satisfactory in terms of performance.
This SAE Aerospace Recommended Practice (ARP) describes an industrial battery, lead-acid type, for use in electric powered ground support equipment.
This SAE Aerospace Information Report (AIR) covers, and is restricted to, hands-on servicing/ maintenance of industrial lead acid batteries used solely for motive power and exclusively for ground support equipment (GSE). It does not address or pertain to automotive-type SLI (starting-lighting-ignition) batteries or any other types of batteries (such as nickel-cadmium, zinc, or lithium batteries) which may be on-board airport GSE for either motive power or auxiliary uses. Similarly, the battery servicing and charging facilities described herein are those intended exclusively for industrial lead acid batteries.
This SAE standard provides safety requirements for vacuum excavation and sewer cleaning equipment. This document is not intended to cover equipment addressed by other on-road federal, state, and local regulations. Truck-mounted or trailer-mounted vehicles are required to meet local or regional on-road requirements, as applicable.
The purpose of this SAE Aerospace Recommended Practice (ARP) is to recommend general design and performance characteristics for hand-held portable, emergency lighting systems (note: the portable portion of this system that contains the lamp and reflector will be identified throughout the remainder of this document simply as a “flashlight”) intended for use by crew members of commercial aircraft during any emergency situation, within or outside of the aircraft cabin, where emergency lighting is required.
This SAE Recommended Practice provides for common test and verification methods to determine Electric Vehicle battery module performance. The document creates the necessary performance standards to determine (a) what the basic performance of EV battery modules is; and (b) whether battery modules meet minimum performance specification established by vehicle manufacturers or other purchasers. Specific values for these minimum performance specifications are not a part of this document.
The battery is a central part of the vehicle’s electrical system and has to undergo cycling in a wide variety of conditions while providing an acceptable service life. Within a typical distribution chain, automotive lead-acid batteries can sit in storage for months before delivery to the consumer. During storage, batteries are subjected to a wide variety of temperature profiles depending on facility-specific characteristics. Additionally, batteries typically do not receive any type of maintenance charge before delivery. Effects of storage time, temperature, and maintenance charging are explored. Flooded lead-acid batteries were examined immediately after storage and after installation in vehicles subjected to normal drive patterns. While phase composition is a major consideration, additional differences in positive active material (PAM) were observed with respect to storage parameters. Batteries stored in a hot environment and kept at constant float voltage for a significant duration
xEVs involved in incidents present unique hazards associated with the high voltage system (including the battery system). These hazards can be grouped into three categories: chemical, electrical, and thermal. The potential consequences can vary depending on the size, configuration, and specific battery chemistry. Other incidents may arise from secondary events such as garage fires and floods. These types of incidents are also considered in the recommended practice (RP). This RP aims to describe the potential consequences associated with hazards from xEVs and suggest common procedures to help protect emergency responders, tow and/or recovery, storage, repair, and salvage personnel after an incident has occurred with an electrified vehicle. Industry design standards and tools were studied and where appropriate, suggested for responsible organizations to implement. Lithium ion (Li-ion) batteries used for vehicle propulsion power are the assumed battery system of this RP. This chemistry is
This document will focus on the language used to describe batteries at the end of battery or vehicle life as batteries are transitioned to the recycler, dismantler, or other third party. This document also provides a compilation of current recycling technologies and flow sheets, and their application to different battery chemistries at the end of battery life. At the time of document authorship, the technical information cited is most applicable to Li-ion battery type rechargeable energy storage systems (RESS), but the language used is not to be limited by chemistry of the battery systems and is generally applicable to other RESS.
The scope of this SAE Recommended Practice is to describe a design standard to define the maximum recommended voltage drop for starting motor main circuits, as well as control system circuits, for 12- through 24-V starter systems.
ABSTRACT Saft has continued to develop lithium-ion replacement batteries for the traditional lead-acid batteries for use in military vehicles. Saft’s 24 volt Xcelion 6T® delivers power at high rate that surpasses the delivered capacity of two lead-acid batteries. The battery design is tailored to support high rates, even at extreme cold temperatures, to support the mission needs for silent watch and starting for military vehicles. An additional design variant is now available, the Xcelion 6T Energy, to provide 30% more energy while still delivering excellent cranking capability. Both products are industrialized and in use in large new vehicle programs. Additionally, development continues on a MIL-PRF-32565 compliant version with release to market expected in 2019.
This SAE Standard applies to 12 V, flooded and absorptive glass mat lead acid automotive storage batteries of 200 minutes or less reserve capacity and cold crank capacity greater than 200 amperes. This life test is considered to be comprehensive in terms of battery manufacturing technology; applicable to lead-acid batteries containing wrought or cast positive grid manufacturing technology and providing a reasonable correlation for hot climate applications. This document is intended as a guide toward standard practice, but may be subject to change to keep pace with experience and technical advances.
The use of Hybrid Electric Vehicles (HEV) will become imperative to meet the emission challenges. HEV have two power sources-fossil fuels driven I.C. Engine and the battery based drive. Battery technologies have seen a tremendous development, and therefore HEV’s have been benefited. Even as the battery capacities have improved, maintaining and monitoring their health has been a challenge. This research paper uses open-source platform to build a BMS. The flexibility in the implementation of the system has helped in the rapid prototyping of the system. The BMS system was evaluated on a scaled-down electric toy car for its performance and sustainability. The BMS was evaluated for reverse polarity, protection against overcharge, short-circuit, deep discharge and overload on lead acid battery. It also includes temperature monitoring of the batteries. This proposed system is evaluated on the in-house HEV two-wheeler. The initial results are promising. A dedicated android smartphone
The 12 V advanced start stop systems can offer 5-8% fuel economy improvement over a conventional vehicle. Although the fuel economy is not as high as those of mild to full hybrids, its low implementation cost makes it an attractive electrification solutions for vehicles. As a result, the 12 V advanced start stop technology has been evolving fast in recent years. On one hand, battery suppliers are offering a variety of energy storage solutions such as stand-alone lead acid, stand-alone LFP/Graphite, dual batteries of lead acid parallel with NMC/LTO, LMO/LTO, NMC/Graphite, and capacitors, etc. For dual battery solutions, the architecture also varies from passive parallel connection to active switching. On the other hand, OEM are considering to leverage a lot more use out of traditional 12 V SLI (start, light, and ignition) for functions such as power steering, air conditioning, heater, etc. Depending on battery architecture and vehicle functioning design, the energy management strategy
This SAE Standard applies to lead-acid 12 V heavy-duty storage batteries as described in SAE J537 and SAE J930 for uses in starting, lighting and ignition (SLI) applications on motor vehicles and/or off-road machines. These applications have some of the following characteristics: a High levels of power are required to start the vehicle’s internal combustion engine. The need to supply this power limits the maximum depth of discharge to a fraction of the total capacity of the battery. The battery must be maintained at a charge level sufficient to perform this primary function by vehicle’s voltage-regulated charging system. b The vehicle’s engine powers a voltage regulated charging system that limits the charging voltage when spinning at sufficient speed and when total loads do not exceed its output limits. c The battery is subject to deeper discharging than a typical automotive application as a result of the following conditions: High daily hours of use High numbers of starts per day
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