Heat is a killer of all batteries and high temperatures cannot always be avoided. This is the case with a battery inside a laptop, a starter battery under the hood of a car and stationary batteries in a tin shelter under the hot sun. As a guideline, each 8°C (15°F) rise in temperature cuts the life of a sealed lead acid battery in half. A VRLA battery for stationary applications that would last 10 years at 25°C (77°F) would only live for five years if operated at 33°C (92°F). The same battery would desist after 2½ years if kept at a constant desert temperature of 41°C (106°F). Once the battery is damaged by heat, the capacity cannot be restored. The life of a battery also depends on the activity and is shortened if the battery is stressed with frequent discharge.
According to the 2010 BCI Failure Mode Study, starter batteries have become more heat-resistant over the past 10 years. In the 2000 study, a change of 7°C (12°F) affected battery life by roughly one year; in 2010 the heat tolerance has widened to 12°C (22°F). In 1962, a starter battery lasted 34 months, and in 2000 the life expectancy had increased to 41 months. In 2010, BCI reports an average age of 55 months of use. The cooler North attains 59 months and the warmer South 47 months.
Cranking the engine poses minimal stress on a starter battery. This changes in a start-stop function of a micro hybrid. The micro hybrid turns the IC engine off at a red traffic light and restarts it when the traffic flows. This results in about 2,000 micro cycles per year. Data obtained from car manufacturers show a capacity drop to about 60 percent after two years of use in this configuration. To solve the problem, automakers are using specialty AGM and other variations that are more robust than the regular lead acid. Read more about Alternate Battery Systems. Figure 5 shows the drop in capacity after 700 micro cycles. The simulated start-stop test was performed in Cadex laboratories. CCA remains high.
Courtesy of Cadex, 2010
Test method: The test battery was fully charged and then discharged to 70 percent to resemble the SoC of a micro hybrid in real life. The battery was then discharged at 25A for 40 seconds to simulate engine off condition at stoplight with the headlight on, before cranking the engine at 400A and recharging. The CCA readings were taken with the Spectro CA-12.
The cell voltages on a battery string must be similar, and this is especially important for higher-voltage VRLA batteries. With time, individual cells fall out of line, and applying an equalizing charge every six months or so should theoretically bring the cells back to similar voltage levels. While equalizing will boost the needy cells, the healthy cell get stressed if the equalizing charge is applied carelessly. What makes this service so difficult is the inability to accurately measure the condition of each cell and provide the right dose of remedy. Gel and AGM batteries have lower overcharge acceptance than the flooded version and different equalizing conditions apply. Always refer to the manufacturer’s specifications.
Water permeation, or loss of electrolyte, is a concern with sealed lead acid batteries, and overcharging contributes to this condition. While flooded systems accept water, a fill-up is not possible with VRLA. Adding water has been tried, but this does not offer a reliable fix. Experimenting with watering turns the VRLA into unreliable battery that needs high maintenance.
Flooded lead acid batteries are one of the most reliable systems. With good maintenance these batteries last up to 20 years. The disadvantages are the need for watering and providing good ventilation. When VRLA was introduced in the 1980s, manufacturers claimed similar life expectancy to flooded systems, and the telecom industry switched to these maintenance-free batteries. By mid 1990 it became apparent that the life for VRLA did not replicate that of a flooded type; the useful service life was limited to only 5–10 years. It was furthermore noticed that exposing the batteries to temperatures above 40°C (104°F) could cause a thermal runaway condition due to dry-out.
A new lead acid battery should have an open circuit voltage of 2.125V/cell. At this time, the battery is fully charged. During buyer acceptance, the lead acid may drop to between 2.120V and 2.125V/cell. Shipping, dealer storage and installation will decrease the voltage further but the battery should never go much below 2.10V/cell. This would cause sulfation. Battery type, applying a charge or discharge within 24 hours before taking a voltage measurement, as well as temperature will affect the voltage reading. A lower temperature lowers the OCV; warm ambient raises it.
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