Connecting the batteries for service has always been a challenge

July 25 [Thu], 2013, 12:13
Batteries are commonly tested by measuring the capacity through a full discharge. While voltage and internal resistance provide a rough indication of the battery condition, these readings do not disclose the capacity, the leading health indicator of a battery. Voltage and resistance tend to reveal anomalies only when the lithium Satellite P750 is in a fault mode. Most batteries keep a normal voltage and low resistance while the capacity gradually fades with age. Read about How to Measure Internal Resistance.

There is a move towards rapid testing, however, current methods only provide an estimation of the battery performance and the results can be in accurate. Rapid-test methods work best with single-cell Li-ion packs; series and parallel connection of cells can distort the readings. Public safety, medical and defense organizations still apply a periodic full discharge/charge cycles, and this is normally done with a battery analyzers.

Battery analyzers became popular in the 1980s and 1990s to restore nickel-cadmium batteries affected by “memory.” Today, battery analyzers serve in identifying packs that no longer meet requirements; they form a vital part in maintaining fleet batteries. Read about How to Maintain Fleet Batteries. Typical battery analyzers are the Cadex C7000 Series, workhorses that serve a broad range of batteries. These devices accommodate lead-, nickel- and lithium-based batteries, feature automated service programs and operate in stand-alone mode or with PC software.


The Cadex analyzers include Custom programs in which the user sets a unique sequence of charge, discharge, recondition, wait and repeat. The Lifecycle program cycles battery until the capacity drops to the preset target capacity while counting the delivered cycles. OhmTest measures the internal battery resistance, and Runtime discharges at three different current levels to test battery runtimes within a simulated user pattern.

QuickSort? sorts lithium-ion batteries in 30 seconds into Good, Low and Poor; Boost reactivates packs that fell asleep due to over-discharge. Further programs include Self-Discharge to measure losses in 24 hours, and Prime to prepare new and stored batteries for field use.

Connecting the batteries for service has always been a challenge. Cadex solved the battery interface with the SnapLock? adapter system consisting of custom adapters for common batteries and universal adapters for specialty packs. The custom adapters are easiest to use as they are designed for a battery type and the pack can go in only one way.

The adapters include configuration codes that store up to 10 unique battery types and feature a thermistor to monitor temperature. Installing the adapter configures the analyzer to the correct setting. Editing is possible lithium Satellite P750D with analyzer’s menu function or via the PC-BatteryShop software. See Cadex's list of available adapters.

With the proliferation of cellular batteries and the need for a quick and simple battery interchange, Cadex developed the RigidArm?. This universal battery adapter features spring-loaded arms that meet the battery contacts from the top down. Read about How to Service Mobile Phone Batteries. A third option is the Smart Cables (Figure 3) featuring alligator clips and a temperature sensor to monitor battery temperature.

Current and temperature readings are insufficient to assess battery

June 06 [Thu], 2013, 11:39
Coulomb counting should be self-calibrating, but in real life a battery does not always get a full discharge at a steady current. The discharge may be in form of a sharp pulse that is difficult to capture. The battery may then be partially recharged and be stored at high temperature, causing elevated self-discharge that Presario CQ43 9cellscannot be tracked. To correct the tracking error, a “smart battery” in use should be calibrated once every three months or after 40 partial discharge cycles. This can be done by a deliberate discharge of the equipment or externally with a battery analyzer. Avoid too many intentional deep discharges as this stresses the battery.

Fifty years ago, the Volkswagen Beetle had few battery problems. The only battery management was ensuring that the battery was being charged while driving. Onboard electronics for safety, convenience, comfort and pleasure have added to the demands of the battery in modern cars. For the accessories to function reliably, the battery state-of-charge must be known at all times. This is especially critical with start-stop technologies, a future requirement in European cars to improve fuel economy.
When the engine of a start-stop vehicle turns off at a stoplight, the battery continues to draw 25–50 amperes to feed the lights, ventilators, windshield wipers and other accessories. The battery must have enough charge to crank the engine when the traffic light changes; cranking requires a brief 350A. To reduce engine loading during acceleration, the BMS delays charging for about 10 seconds.

Modern cars are equipped with a battery sensor that measures voltage, current and temperature. Packaged in a small housing and embedded into the positive battery clamp, the electronic battery monitor (EBM) provides a SoC accuracy of about +/–15 percent on a new battery. As the battery ages, the EBM begins to drift and the accuracy drops to 20–30 percent. This can result in a false warning message and some garage mechanics disconnect the EBM on an aging battery to stop annoyances. Disabling the control system responsible for the start-stop function immobilizes engine stop and reduces the legal clean air requirement of the vehicle.

Voltage, current and temperature readings are insufficient to assess battery SoF; the all-important capacity is missing. Until capacity can be measured with confidence on-board of a vehicle, the EBM will not offer reliable battery information. Capacity is the leading health indicator that in most cases determines the end-of-battery-life. Imagine measuring the liquid in a container that is continuously shrinking in size. State-of-charge alone has limited benefit if the storage has shrunk from 100 to 20 percent and this change cannot be measured. Capacity fade may not affect engine cranking and the CCA can remain at a vigorous 70 percent to the end of battery life. Because of reduced energy storage, a low capacity battery charges quickly and has normal vital signs, but failure is imminent. A bi-annual capacity check as part of service can identify low capacity batteries. Battery testers that read capacity are becoming available at garages.

A typical start-stop vehicle goes through about 2,000 micro cycles per year. Test data obtained from automakers and the Cadex laboratories indicate that the battery capacity drops to approximately 60 percent in two years when in a start-stop configuration. The standard flooded lead acid is not robust enough for start-stop, and carmakers use a modified AGM (Absorbent Glass Mat) to attain longer life.

Automakers want to make sure that no driver gets stuck in traffic with a dead battery. To conserve energy when SoC is low, the BMS automatically turns unnecessary accessories off and the motor stays running at a stoplight. Even with this preventive measure, SoC can remain low when commuting in gridlock. Motor idling does not provide much charge and with essential accessories engaged, such as lights and windshield wipers, the net effect could be a small discharge.

Battery monitoring is also important in hybrid vehicles to optimize charge levels. The BMS prevents stressful overcharge above 80 percent and avoids deep discharges below 30 percent SoC. At low charge level, the internal combustion engine engages earlier and is left running for additional charge.

The driver of an electric vehicle (EV) expects similar accuracies on the energy reserve as is possible with a gasoline-powered car. Current technologies do not allow this and some EV drivers might get stuck with an empty battery when the fuel gauge still indicates reserve. Furthermore, the EV driver anticipates that a fully charged battery will travel the same distance, year after year. This is not possible and the range will decrease as the battery fades with age. Distances between charges will also be shorter than normal when driving in cold temperatures because of reduced battery performance.

Some lithium-ion batteries have a very flat discharge curve and the voltage method does not work well to provide SoC in the mid-range. An innovative new technology is being developed that measures battery SoC by magnetic susceptibility. Quantum magnetism (Q-Mag?) detects magnetic changes in the electrolyte and Presario CQ45 9cellsplates that correspond to state-of-charge. This provides accurate SoC detection in the critical 40-70 percent mid-section. More impotently, Q-Mag? allows measuring SoC while the battery is being charged and is under load.

The lithium iron phosphate battery in Figure 3 shows a clear decrease in relative magnetic field units while discharging and an increase while charging, which relates to SoC. We see no rubber band effect that is typical with the voltage method in which the weight of discharge lowers the terminal voltage and the charge lifts it up. Q-Mag? also permits improved full-charge detection; however, the system only works with cells in plastic, foil or aluminum enclosures. Ferrous metals inhibit the magnetic field.

Laptops and other portable devices use coulomb counting for SoC

June 06 [Thu], 2013, 11:38
A critical concern among battery users is knowing “readiness” or how much energy a battery has at its disposal at any given moment. While installing a fuel gauge on a diesel engine is simple, estimating the energy reserve of a Presario CQ40 9cells is more complex ― we still struggle to read state-of-charge (SoC) with reasonable accuracy. Even if SoC were precise, this information alone has limited benefits without knowing the capacity, the storage capability of a battery. Battery readiness, or state-of-function (SoF), must also include internal resistance, or the “size of pipe” for energy delivery. Figure 1 illustrates the bond between capacity and internal resistance on hand of a fluid-filled container that is being eroded as part of aging; the tap symbolizing the energy delivery.

Most batteries for critical missions feature a monitoring system, and stationary batteries were one of the first to receive supervision in the form of voltage check of individual cells. Some systems also include cell temperature and current measurement. Knowing the voltage drop of each cell at a given load provides cell resistance. Elevated resistance hints to cell failure caused by plate separation, corrosion and other malfunctions. Battery management systems (BMS) are also used in medical equipment, military devices, as well as the electric vehicle.

Although BMS serves an important role in supervising of batteries, such systems often falls short of expectations and here is why. The BMS device is matched to a new battery and does not adjust well to aging. As the battery gets older, the accuracy goes down and in extreme cases the data becomes meaningless. Most BMS also lack bandwidth in that they only reveal anomalies once the battery performance has dropped to 70 percent. The all-important 70–100 percent operating range is difficult to gauge and the BMS gives the battery a good bill-of-health. This prevents end-of-life prediction in that the operator must wait for the battery to show signs of wear before making a judgment. These shortcomings are not an oversight by the manufacturers, and engineers are trying to overcome them. The problem boils down to technology, or the lack thereof. Over-expectation is common and the user is stunned when stranded with a dead battery. Let’s look how current systems work and examine new technologies.

The most simplistic method to determine end-of-battery-life is by applying a date stamp or observing cycle count. While this may work for military and medical instruments, such a routine is ill suited for commercial applications. A Presario CQ42 9cellswith less use has lower wear-and-tear than one in daily operation and to assure reliability of all batteries, the authorities may mandate that all batteries be replaced sooner. A system made to fit all sizes causes good batteries to be discarded too soon, leading to increased operational costs and environment concerns.

Laptops and other portable devices use coulomb counting for SoC readout. The theory goes back 250 years when Charles-Augustin de Coulomb first established the “Coulomb Rule.” Coulomb counting works on the principle of measuring in- and out-flowing current of a battery. If, for example, a battery is charged for one hour at one ampere, the same energy should be available on discharge, but this is not the case. Internal losses and inaccuracies in capturing current flow add to an unwanted tracking error that must be corrected with periodic calibrations.

Batteries must be stacked upright

April 11 [Thu], 2013, 15:00
Most countries set strict rules for transporting lead acid batteries. Failure to comply with the regulations is a civil or criminal offense that can bring a stiff penalty on the carrier and/or shipper. The transport regulations require theOriginal G72 following precautions.

The vehicle transporting batteries can carry only one type of hazardous material. Brace the batteries securely to prevent damage and short circuits in transit. Non-hazardous goods on the same vehicle must be secured to prevent damaging the batteries.

Batteries must be stacked upright, pole side outwards and placed on a wooden pallet. Place honeycomb cardboard between the layers and limit the stack to three layers on a single pallet. Wrap the package several times with shrink-wrap.

Identify hazardous material with labels marked “Corrosive” using the appropriate symbols and colors. Stickers must conform to regulatory specifications.

Mark all packages, i.e., batteries, wet, filled with acid, identification number (UN 2794).

Provide a bill of lading document that includes the name of the company and shipper, contents of package, description of hazardous material and shipper’s certification.

When shipping by air, restrict the weight per package to 25kg gross (55lb) on passenger air carriers. There is no limit on the number Original Envy 14of packages per flight.


Different rules apply when shipping damaged batteries. A lead acid battery is considered damaged if there is a possibility of leakage due to a crack, or if one or more caps are missing. Transportation companies and air carriers may require that the batteries be drained of all acid prior to transport. Place damaged batteries in an acid-resistant container and add soda ash to neutralize any acid that might spill. Separate damaged and intact batteries.

Start the car and take note of the change in voltage

November 16 [Fri], 2012, 11:16
One of the best car maintenance tips is to know how to check car battery. Tough as it may seem, car batteries need to be checked once in <a href="http://www.batteryelite.co.uk/acer-as07a71-battery.htm">high quality rn873 AS07A71</a>a while. Here are the steps on how to check the power of your car battery.

Step 1 – Prepare the Car

Pop the hood and check if the terminals are not loosely connected to the battery. Battery will not charge properly if terminal connections are loose.

Step 2 – Test the Battery

Set the multi tester to DC (Direct Current). Connect the probes to the battery terminals. A typical car battery should have around 12 volts. If it is less than 11 volts, you may have a hard time starting your car, especially if you have a big engine. A battery with more than 13 volts may have a problem with the charging system.

Step 3 – Test the Alternator

Start the car and take note of the change in voltage. If you get a higher reading than the previous, the car is charging correctly.

Step 4 – Stress the Electrical <a href="http://www.batteryelite.co.uk/acer-as07b71-battery.htm">9cells rn873 AS07B71</a> System

Turn on the headlights, air conditioner, and radio. Check the reading of the multi tester. You should still get around 12 volts. If you have a lower reading, consider having your alternator checked, or replace it with another one with a higher amp rating.

Batteries with solid electrolytes have the added bonus of being cheaper to manufacture

October 19 [Fri], 2012, 10:28
A new incarnation of lithium-ion batteries based on solid polymers is in the works. Berkeley, CA-based startup Seeo, Inc. says its lithium-ion cells will be safer, longer-lasting, lighter, and cheaper than current batteries. Seeo'srn873 AT908AAuse thin films of polymer as the electrolyte and high-energy-density, light-weight electrodes.

Lawrence Berkeley National Laboratory is now making and testing cells designed by the University of California, Berkeley spinoff.

Lithium-ion batteries are used in cell phones and laptops because they are smaller and lighter than other types of batteries. They are also promising for electric and hybrid vehicles. However, conventional materials and chemistries have stopped them from being used extensively in cars.

Today's lithium-ion batteries use lithium cobalt oxide electrodes and a liquid electrolyte, typically lithium salts dissolved in an organic solvent. The electrode material can release oxygen when overcharged or punctured, causing the flammable solvent to catch fire and the battery to explode. Besides, "the charged electrodes are very reactive with the liquid electrolyte, which reduces power and [cycle-life]," says Khalil Amine, manager of the advanced battery technology group at Argonne National Laboratory.



Seeo's key breakthrough is a solid polymer electrolyte. It is not flammable and hence inherently safer. In addition, the battery will retain more of its capacity over time because the polymer does not react with the charged electrode. "Lifetime data suggests that conventional lithium-ion systems lose about 40 percent capacity in 500 cycles," says Mohit Singh, the cofounder of Seeo. "We get a much better cycle life. We can go through 1,000 cycles with less than 5 percent capacity loss."

For the negative electrode, or anode, the electrolyte also works with lithium metal films, which are lighter than current anode materials. That means the battery can provide more energy for the same weight. Based on the battery's single cell, Seeo has calculated that it would have an energy density of up to 300 watt-hours per kilogram, which is 50 percent greater than lithium-ion batteries that are on the market today.

For the negative electrode,or anode ,the electrolyte also works with lithium metal films, which are li

Batteries with solid electrolytes have the added bonus of being cheaper to manufacture, Amine says. While liquid electrolytes have to be original AU213AAtightly sealed inside a laser-welded metal container, plastic electrolytes can be packaged inside heat-sealed pouches.


Batteries with solid electrolytes have the added bonus of being cheaper to manufacture ,Amine says.While liquid electrolytes have to be tightly sealed inside a laser -welded metal container ,plastic electrolytes can be packaged insied heat-sealed pouches .

Today's lithium-ion batteries use lithium cobalt oxide electrodes

October 19 [Fri], 2012, 10:21
A new incarnation of lithium-ion batteries based on solid polymers is in the works. Berkeley, CA-based startup Seeo, Inc. says its lithium-ion cells will be safer, longer-lasting, lighter, and cheaper than current batteries. Seeo's high quality 607763-001 use thin films of polymer as the electrolyte and high-energy-density, light-weight electrodes.

Lawrence Berkeley National Laboratory is now making and testing cells designed by the University of California, Berkeley spinoff.


Lithium-ion batteries are used in cell phones and laptops because they are smaller and lighter than other types of batteries. They are also promising for electric and hybrid vehicles. However, conventional materials and chemistries have stopped them from being used extensively in cars.

Today's lithium-ion batteries use lithium cobalt oxide electrodes and a liquid electrolyte, typically lithium salts dissolved in an organic solvent. The electrode material can release oxygen when overcharged or punctured, causing the flammable solvent to catch fire and the battery to explode. Besides, "the charged electrodes are very reactive with the liquid electrolyte, which reduces power and [cycle-life]," says Khalil Amine, manager of the advanced battery technology group at Argonne National Laboratory.


Seeo's key breakthrough is a solid polymer electrolyte. It is not flammable and hence inherently safer. In addition, the battery will retain more of its capacity over time because the polymer does not react with the charged electrode. "Lifetime data suggests that conventional lithium-ion systems lose about 40 percent capacity in 500 cycles," says Mohit Singh, the cofounder of Seeo. "We get a much better cycle life. We can go through 1,000 cycles with less than 5 percent capacity loss."

For the negative electrode, or anode, the electrolyte also works with lithium metal films, which are lighter than current anode materials. That means the battery can provide more energy for the same weight. Based on the 9 cells 636631-001single cell, Seeo has calculated that it would have an energy density of up to 300 watt-hours per kilogram, which is 50 percent greater than lithium-ion batteries that are on the market today.


Batteries with solid electrolytes have the added bonus of being cheaper to manufacture, Amine says. While liquid electrolytes have to be tightly sealed inside a laser-welded metal container, plastic electrolytes can be packaged inside heat-sealed pouches.

New Pocket Telephone users sometimes fail to press the END button

September 07 [Fri], 2012, 11:15
Sometimes users don't notice the "low battery" tone while they are on a call, or don't see the "low battery" indicator on the PT when they are not on a call. These indications will be provided for a few minutes before the11.1v 5200mah 9cells MacBook Pro 13 batteryis fully discharged (longer if the Pocket Telephone is not on a call).

New Pocket Telephone users sometimes fail to press the END button when they are done with a call. Not only will they be unable to receive other calls, their battery will discharge quickly. On most systems, the Pocket Telephone will "warble" to remind the user to hang up. On some, the warble tone is not heard, so users need to be diligent about pressing END.

Brand new batteries and batteries that have not been used for some time should be charged before using. While these replacement battery for a1280are charged when they are manufactured, they do self-discharge slowly over a period of several months.

If you suspect a battery is bad, you can use the PTQ 360 quick charger to test it. Place the battery on the quick charger, and press the mode button so the light blinks yellow. Testing takes several hours. If the battery is determined to be bad, the light will flash red. If the battery is good, it will be recharged and the light will flash green.

Lithium Ion is the most popular type

September 07 [Fri], 2012, 11:14
The laptop battery is one of the things you won't think about unless you realize it's not working or out of power. When you buy a laptop it should come with a battery included, but many people don't know a32-1015 laptop battery what kind to get. Actually, this is a very simple decision when you find out the differences.

Lithium Ion is the most popular type and you may see this written as LiON. It provides between 2.5 and 3 hours of battery life on average for a 6 cell (batteries are divided into cells to standardize size and life expectancy) and 4 - 6 hours for a 9 cell.

Depending on how often you use your laptop away from an outlet you may want to consider the option of a second battery. Secondary batteries usually come in two main varieties. On many laptops you allow you to swap out the main media device from your computer and plug a battery in that spot. An example would be to swap out a CD-ROM and plug a battery. Another way that some laptops use a secondary battery is to be clipped on to the back or sometimes they are attached with a cable.

The price of a second battery can range anywhere from $50 to $200s depending on what kind and from where you get it. When considering whether a second battery is necessary, think about how much you will use it your laptop when it isn't plugged in. If your laptop is going to sit on your desk and almost always be plugged in, then you may not want to spend the money on it. But if you plan on taking your laptop with you to class or the library or really anywhere that you might not be able to plug the power cord in, then you may want to consider buying that second high quality a32-f82to extend your laptop life.

It is important to note that the average life of a battery is two years. Most companies will only keep their batteries under warranty for one year. After that you may find that your battery no longer charges or remains powered for long periods of time (an example would be a battery that used to have 3 hours of life now only had 30 minutes). This could be caused by a number of things but one of the main reasons is that your battery has simply died and will need to be replaced.

The MH-C9000 features truly advanced safety circuity

August 09 [Thu], 2012, 17:35
The WizardOne MH-C9000 comes with outstanding safety features built right in. It senses both voltage and temperature changes, and it automatically shuts off any battery that behaves outside normal, safe parameters.

If the battery temperature gets too hot during charging, for example, the MH-C9000 immediately cuts off the current to it, preventing it from getting any hotter and forcing it to cool off. How many chargers do you know if with rn873 Inspiron 1440 batterythat kind of safety feature? (Most battery chargers operate on a "charge and pray" principle, meaning they just slam your battery with a certain amount of current for a certain period of time, regardless of what's happening with the battery temperature or voltage.)

But the MH-C9000 features truly advanced safety circuity. The charger's "Refresh" mode, for example, automatically rests one hour between charge and discharge cycles in order to keep the batteries at a low temperature (which also preserves battery life). And just to make sure each battery is safe to charge, the WizardOne MH-C9000 analyzes each battery's internal circuitry with an "impedance check" that rejects non-rechargeable batteries (so you don't end up trying to charge batteries that should never be recharged in the first place).

From my extensive research on replacement battery for Inspiron 1520 battery chargers, I have not found a safer charger on the market. In fact, most of the cheaper battery chargers you'll find in retail stores are downright dangerous. Did you know that many low-cost chargers have no temperature or voltage sensing abilities whatsoever? That's a recipe for a fire hazard. If you're going to charge batteries in your home, especially at night or when you might be away from your house during the day, be sure to use a battery charger with advanced safety features that can prevent fires.
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