High power valve regulated lead-acid batteries for new vehicle requirements

Abstract The performance of high power VRLA ORBITAL™ batteries is presented. These batteries have been designed with isolated cylindrical cells, providing high reliability to the recombination process, while maintaining, at the same time, a very high compression (>80 kPa) over the life of the battery. Hence, the resulting VRLA modules combine a high rate capability with a very good cycle performance. Two different electrochemically active material compositions have been developed: high porosity and low porosity for starting and deep cycle applications, respectively (depending on the power demand and depth of discharge). Although, the initial performance of the starting version is higher, after a few cycles the active material of the deep cycle version is fully developed, and this achieves the same high rate capability. Both types are capable of supplying the necessary reliability for cranking at the lowest temperature (−40°C). Specific power of over 500 W/kg is achievable at a much lower cost than for nickel–metal hydride systems. Apart from the initial performance, an impressive behaviour of the cycling version has been found in deep cycle applications, due to the highly compressed and high density active material. When submitted to continuous discharge–charge cycles at 75% (IEC 896-2 specification) and 100% (BCI deep cycle) DoD, it has been found that the batteries are still healthy after more than 1000 and 700 cycles, respectively. However, it has been proven that the application of an IUi algorithm (up to 110% of overcharging) with a small constant current charging period at the end of the charge is absolutely necessary to achieve the above results. Without the final boosting period, the cycle life of the battery could be substantially shortened. The high specific power and reliability observed in the tests carried out, would allow ORBITAL™ batteries to comply with the more demanding requirements that are being introduced in conventional and future hybrid electric vehicles. However, some development in electrode thickness, separator and electrode corrosion must be made in order to match the performance of new advanced batteries (such as lithium-ion or nickel–metal hydride). Fortunately, the cost advantage of the VRLA technology over other electrochemical couples will continue to be a determinant for the future design of the electrical system of the new vehicles.