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If you notice the battery case is cracked or swollen, or you see battery acid leak, you will certainly need a new battery. The replacement battery must be of the right size and type, with the posts in the right place and enough power (expressed in CCA, for cold cranking amps) to start your car. Cold cranking amps (CCA) refers to the amount of power needed to start a cold engine. The colder the engine, the more power required to start it. If you live in a cold climate, you will need a battery that can generate enough CCA to always start your engine. For more advice, you can call the NRMA motoring advice team on 13 11 22, Monday 8.30am to 5pm.
Most battery chemistries lend themselves to series and parallel connection. It is important to use the same battery type with equal voltage and capacity (Ah) and never to mix different makes and sizes. A weaker cell would cause an imbalance. This is especially critical in a series configuration because a battery is only as strong as the weakest link in the chain. An analogy is a chain in which the links represent the cells of a battery connected in series (Figure 1).
The single-cell configuration is the simplest battery pack; the cell does not need matching and the protection circuit on a small Li-ion cell can be kept simple. Typical examples are mobile phones and tablets with one 3.60V Li-ion cell. Other uses of a single cell are wall clocks, which typically use a 1.5V alkaline cell, wristwatches and memory backup, most of which are very low power applications.
The nominal cell voltage for a nickel-based battery is 1.2V, alkaline is 1.5V; silver-oxide is 1.6V and lead acid is 2.0V. Primary lithium batteries range between 3.0V and 3.9V. Li-ion is 3.6V; Li-phosphate is 3.2V and Li-titanate is 2.4V.
Portable equipment needing higher voltages use battery packs with two or more cells connected in series. Figure 2 shows a battery pack with four 3.6V Li-ion cells in series, also known as 4S, to produce 14.4V nominal. In comparison, a six-cell lead acid string with 2V/cell will generate 12V, and four alkaline with 1.5V/cell will give 6V.
If you need an odd voltage of, say, 9.50 volts, connect five lead acid, eight NiMH or NiCd, or three Li-ion in series. The end battery voltage does not need to be exact as long as it is higher than what the device specifies. A 12V supply might work in lieu of 9.50V. Most battery-operated devices can tolerate some over-voltage; the end-of-discharge voltage must be respected, however.
High voltage batteries keep the conductor size small. Cordless power tools run on 12V and 18V batteries; high-end models use 24V and 36V. Most e-bikes come with 36V Li-ion, some are 48V. The car industry wanted to increase the starter battery from 12V (14V) to 36V, better known as 42V, by placing 18 lead acid cells in series. Logistics of changing the electrical components and arcing problems on mechanical switches derailed the move.
Cell matching is a challenge when replacing a faulty cell in an aging pack. A new cell has a higher capacity than the others, causing an imbalance. Welded construction adds to the complexity of the repair, and this is why battery packs are commonly replaced as a unit.
Batteries in drones and remote controls for hobbyist requiring high load current often exhibit an unexpected voltage drop if one cell in a string is weak. Drawing maximum current stresses frail cells, leading to a possible crash. Reading the voltage after a charge does not identify this anomaly; examining the cell-balance or checking the capacity with a battery analyzer will.
There is a common practice to tap into the series string of a lead acid array to obtain a lower voltage. Heavy duty equipment running on a 24V battery bank may need a 12V supply for an auxiliary operation and this voltage is conveniently available at the half-way point.
Tapping is not recommended because it creates a cell imbalance as one side of the battery bank is loaded more than the other. Unless the disparity can be corrected by a special charger, the side effect is a shorter battery life. Here is why:
When charging an imbalanced lead acid battery bank with a regular charger, the undercharged section tends to develop sulfation as the cells never receive a full charge. The high voltage section of the battery that does not receive the extra load tends to get overcharged and this leads to corrosion and loss of water due to gassing. Please note that the charger charging the entire string looks at the average voltage and terminates the charge accordingly.
Tapping is also common on Li-ion and nickel-based batteries and the results are similar to lead acid: reduced cycle life. (See BU-803a: Cell Matching and Balancing) Newer devices use a DC-DC converter to deliver the correct voltage. Electric and hybrid vehicles, alternatively, use a separate low-voltage battery for the auxiliary system.
If higher currents are needed and larger cells are not available or do not fit the design constraint, one or more cells can be connected in parallel. Most battery chemistries allow parallel configurations with little side effect. Figure 4 illustrates four cells connected in parallel in a P4 arrangement. The nominal voltage of the illustrated pack remains at 3.60V, but the capacity (Ah) and runtime are increased fourfold.
The battery industry specifies the number of cells in series first, followed by the cells placed in parallel. An example is 2s2p. With Li-ion, the parallel strings are always made first; the completed parallel units are then placed in series. Li-ion is a voltage based system that lends itself well for parallel formation. Combining several cells into a parallel and then adding the units serially reduces complexity in terms of voltages control for pack protection.
Positive Temperature Coefficient Switches (PTC) and Charge Interrupt Devices (CID) protect the battery from overcurrent and excessive pressure. While recommended for safety in a smaller 2- or 3-cell pack with serial and parallel configuration, these protection devices are often being omitted in larger multi-cell batteries, such as those for power tool. The PTC and CID work as expected to switch of the cell on excessive current and internal cell pressure; however the shutdown occurs in cascade format. While some cells may go offline early, the load current causes excess current on the remaining cells. Such overload condition could lead to a thermal runaway before the remaining safety devices activate.
A circuit consists of 2 series connected batteries; the positive terminals of the batteries are connected to each other; the negative terminals connects the rest of the circuit. One battery is rated 100V and the other, 350V. This series connection is further connected to a single series load resistor. After connecting the load resistor, a potential difference of 228,7 V was observed across the load. A current of 15,25 A was measured. Determine the internal resistance values of the batteries if the volt drop in the 100V cell is 10.7V.
The nominal cell voltage for a nickel-based Hi. I had the understanding earlier on that Li-ion are of many types including Li-posphate, Li-cobalt etc but this statement in the sixth paragraph seems to suggest that Li-ion isn't a name for a group of batteries but is a specific battery chemistry "Primary lithium batteries range between 3.0V and 3.9V. Li-ion is 3.6V; Li-phosphate is 3.2V and Li-titanate is 2.4V."
My alternator has been replaced for the third time in 5 months. Always the same story I get in my car and the battery light and brake light are on usually for a day or so then no power. This time those lights came on and after driving ten minutes each day everything went to normal. I left my car at the shop overnight and they discovered another faulty alternator. Three times in five monts is excessive. Is there a chance that the guys at the shop could be installing this thing incorrectly somehow?
No ive had the same probs on my 94 toyota pickup 3.0 SR5 im on the 5th alternater changed wired checked the grounds and well the battery is new but cuould be that i need a new 1 now from over charging it
same with my 2006 dodge charger,I change the alterator then took it to be tested and nothing was wrong with the alernator,now Im going to chage the battery,cause everything else looks good,any more ideas?
My 340 challenger wont charge the brand new battery. I was told that no charge was coming from the Alternator. Installed new Alternator. Same problem. Flat battery after a days daytime driving. Then told no power coming out of the Voltage Regulator. Installed new voltage regulator . Same problem!!. My battery is in the boot but was never any problem until recently. Auto Sparky has bailed out saying theres nothing else it can be ! Help.
Grounds are very important in any electrical system. Make sure that the area where the regulator is mounted is free from any dirt/debris/paint. Make sure the alternator mounting brackets are clean where they meet the alternator case as well as where they meet the engine block. Make sure your battery cables are newer and free from any corrosion down deep in the wire under the insulation. All wire/cable connection points must be tight and clean. Consider adding some dielectric grease to these connections to prevent future corrosion and connection problems.
I have Put in a new battery, battery connections, and alternator and belt tensionser and still have a needle that dips low in my 94 f150. when i have the heat and lights on at a stop it slowly starts to drop and its scaring me because i wanna fix it before winter and dont enjoy breaking down on the highway in the winter. My next step is the solenoid. Please if anyone can help let me know. im at my wits ends with a flat wallet. 2ff7e9595c
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