Advanced Lead Acid Battery Consortium Research Articles

Electrification Boost for Downsized Gasoline Engine

Vehicle, engine, and system experts from many organisations collaborated within the Hyboost project, which was co-funded by the UK government-backed Technology Strategy Board. Led by Ricardo UK, the project’s partners included Ford, Controlled Power Technologies (CPT), Valeo, the European Advanced Lead Acid Battery Consortium, and Imperial College London. The project’s goal was to develop an extremely efficient gasoline powertrain delivering a CO2 emission level of ≤100 g/km over the NEDC in a family size vehicle. This was to be achieved without noticeably impacting the vehicle’s driveability in comparison to the same model with a conventional, naturally aspirated gasoline engine. The basic concept of the research project was to use aggressive downsizing in combination with DI. In order to maintain driveability, an electric supercharger, an additional energy capture and storage function, plus a higher voltage level (12+x V) were added to the powertrain.

Electrification of a Downsized Boosted Gasoline Engine

Vehicle, engine, and system experts from many organisations collaborated within the Hyboost project, which was co-funded by the UK government-backed Technology Strategy Board. Led by Ricardo UK, the project’s partners included Ford, Controlled Power Technologies (CPT), Valeo, the European Advanced Lead Acid Battery Consortium, and Imperial College London. The project’s goal was to develop an extremely efficient gasoline powertrain delivering a CO2 emission level of ≤100 g/km over the NEDC in a family size vehicle. This was to be achieved without noticeably impacting the vehicle’s driveability in comparison to the same model with a conventional, naturally aspirated gasoline engine. The basic concept of the research project was to use aggressive downsizing in combination with DI. In order to maintain driveability, an electric supercharger, an additional energy capture and storage function, plus a higher voltage level (12+x V) were added to the powertrain.

Mild HEV Performance at Micro Hybrid Cost - A Low Voltage Lead-Acid Approach

The Advanced Lead Acid Battery Consortium (ALABC) has since 2000 been demonstrating valve-regulated lead-acid (VRLA) batteries in hybrid electric vehicles and has shown that advanced designs can cope with this duty cycle with good reliability (1). This demonstration work has been done by converting existing vehicles and thus all work to date has utilized Japanese mild hybrids. The European market is coming at hybridization from a different direction, with the introduction of low-cost micro-hybrid stop/start systems, such as the BMW EfficientDynamics (2), in order to meet CO2 regulations. Recently Controlled Power Technologies (CPT) has been promoting an alternative way of achieving mild hybrid performance (3), which would meet projected CO2 regulations, at a fraction of the cost of the current Japanese approach. This new system would operate with advanced VRLA batteries at 12V or 48V and provides an opportunity for lead-acid to be at the leading edge of hybrid technology.

Advanced Lead-Acid Batteries – the Way forward for Low-Cost Micro and Mild Hybrid Vehicles

The Advanced Lead Acid Battery Consortium has been researching into VRLA batteries since 1992, initially for electric vehicle (EV) applications, where it achieved significant life extension in deep cycle duty. More recently it has focussed its work on hybrid electric vehicle (HEV) applications where the battery has to operate in High-Rate Partial State-of-Charge (HRPSoC) conditions. Whereas in EV operation failure occurs in the positive plate, in HEV duty, failure is due to negative plate sulfation, resulting in rapid loss of capacity. Ways of overcoming this have been investigated successfully and the ALABC is undertaking vehicle demonstration programmes to publicise this work.

Spiral wound valve-regulated lead-acid batteries for hybrid vehicles

Future vehicle applications require the development of reliable and long life batteries operating under high-rate partial-state-of-charge (HRPSoC) working conditions. This paper updates work carried out to develop spiral wound valve-regulated lead-acid (VRLA) batteries for vehicles with different hybridisation degrees, ranging from stop-start to mild hybrid applications. Former work on design optimisation and active material formulations has been implemented in two spiral wound VRLA batteries, rated 12 V 50 Ah and 6 V 24 Ah, and these two products are currently being tested both in benches and in vehicles with different hybridisation degrees within a demonstration project funded by the Advanced Lead Acid Battery Consortium and in collaboration with several European vehicle and electrical component manufacturers.

High rate partial-state-of-charge operation of VRLA batteries

Abstract The world market for 12 V SLI batteries currently stands at around US$ 12 billion. The lack of a serious challenge from other battery types has allowed lead–acid products to serve this market exclusively, with minimal demand for product improvement through research and development, and a sharp competition has, over time, cut sales prices to commodity levels. The electrochemical storage of energy in automobiles now faces the possibility of a major change, in the form of the proposed 36/42 V electrical systems for vehicles that remain primarily powered by internal combustion engines, and of the hybrid electric vehicle. The duty cycle for these two applications sees the battery held at a partial-state-of-charge (PSoC) for most of its life and required to supply, and to accept, charge at unprecedented rates. The remarkable advances achieved with VRLA battery technology for electric vehicles during the past 8–10 years will be of only passing value in overcoming the challenges posed by high rate PSoC service in 36/42 V and HEV duty. This is because the failure modes seen in PSoC are quite different from those faced in EV (deep cycle) use. The replacement of the 12 V SLI will not take place rapidly. However, if the applications which take its place are to be satisfied by a lead–acid product (probably VRLA), rather than by a battery of a different chemistry, a program of development as successful as that mounted for deep cycle duty will be required. The present phase of the Advanced Lead–Acid Battery Consortium (ALABC) R&D program has begun to shed light on those aspects of the function of a VRLA battery which currently limit its life in high rate PSoC duty. The program is also pursuing the several technologies which show promise of overcoming those limits, including multiple tab plate design, mass transport facilitation and minor component (both beneficial and detrimental impurity) management. This paper presents a brief review of the changes which are taking place in lead–acid battery technology in response to the challenges of the new duty cycle.

In pursuit of high specific energy, high specific power valve-regulated lead-acid batteries

This paper seeks to consolidate the experiences gained from a group of projects carried out by the Advanced Lead-Acid Battery Consortium (ALABC) and aimed at achieving increases in the specific energy and the specific power of lead-acid batteries by developing grid designs of low weight. The use of corrosion-resistant alloys allows significant reductions in weight, but if this approach is taken too far problems arise with obtaining good adhesion of the active material to the grid. Some success has been achieved in the production of cells with improved specific energy and long life.

The European ALABC IMPLAB project: final results and conclusions

This paper describes a project aimed at improving the performance and life of lead-acid batteries for electric vehicle applications and carried out by the European members of the Advanced Lead-Acid Battery Consortium. The project was divided into three principle tasks. The first concentrated on separator design and compression in order to improve cycle life. The second task sought to improve the specific energy of tubular plate designs, which traditionally have good life in traction applications. Additionally work was carried out to see the effects of rapid charging techniques on these improved designs. The third task sought to improve negative-plate performance by the characterization and evaluation of improved expanders.

Recent advances in batteries from ALABC programs

The Advanced Lead-Acid Battery Consortium (ALABC) has produced significant new information regarding the performance and properties of valve-regulated lead-acid batteries. Programs to better understand discharge, recharge, and partial-state-of-charge operation have yielded valuable information on methods to improve battery life. This paper describes how the ALABC work has lead to an improved understanding of how battery capacity degrades with time and how ongoing research may enhance VRLA battery performance and life.

Research update from European Advanced Lead–Acid Battery Consortium

In July 1997, the European members of the Advanced Lead–Acid Battery Consortium were awarded a second Brite-EuRam contract for research on lead–acid batteries for electric vehicles (EVs). This Project, entitled ‘Strategies for the further improvement of performance and life of lead–acid batteries for electric vehicle applications’, commenced at the beginning of January 1998, is costing some US$4 million, and is scheduled to run for 3 years. The Project is divided into three principal tasks. The first is concentrating on separator design and compression in order to improve cycle-life. In the second task, attempts are being made to improve the specific energy of tubular-plate designs, which traditionally have good life characteristics in traction applications. In addition, work is being carried out to determine the effects of rapid-charging techniques on this type of battery design. The third task is attempting to improve the performance of negative plates by seeking improved expanders. The Project has now reached its mid-point. This paper describes the work in progress and discusses some of the results achieved to date and their implication for the future of the research programme.

99/03706 The advanced lead-acid battery consortium—a worldwide cooperation brings rapid progress: Moseley, P. T. J. Power Sources, 1999, 80, (1/2), 1–6

99/03706 The advanced lead-acid battery consortium—a worldwide cooperation brings rapid progress: Moseley, P. T. J. Power Sources, 1999, 80, (1/2), 1–6

The advanced lead–acid battery consortium—a worldwide cooperation brings rapid progress

Abstract The development of valve regulated lead–acid (VRLA) batteries has, in recent years, been carried forward rapidly through the collaborative efforts of a worldwide consortium of battery manufacturers and related elements of industry; the Advanced Lead–Acid Battery Consortium (ALABC). This group has set aside its competitive instincts in order to achieve acceptable goals in respect of those parameters that are key factors controlling the marketability of electric vehicles (EVs): cost, cycle life, specific energy, specific power and rate of recharge. This paper provides an overview of the principal themes of the ALABC research and development programme.

Progress towards an advanced lead–acid battery for use in electric vehicles

Abstract The attributes which are essential for a battery to be successful as the energy store for an electric vehicle are reviewed. These are then matched against the substantial advances in the technology of valve-regulated lead–acid (VRLA) batteries that have been posted during the course of the technical programme of the Advanced Lead–Acid Battery Consortium (ALABC). A project which was designed to draw together several desirable features, identified during the early years of the ALABC programme, into a test battery has provided much useful information. The design target for specific energy (36 W h kg −1 ) has been achieved successfully. Cycle-life is short, but it appears likely that an inappropriate charging regime with an unrestricted charge factor was largely responsible. Benchmark tests with a commercial product also yield very short life with this regime, but provide good performance when the charge factor is kept in check. Attention to the deployment of suitable charging regimes continues to be a fruitful area in extending the life of VRLA batteries, and the ALABC's programme to enhance both specific energy and life, while shortening recharge time, is making good progress.

Developments in lead–acid batteries: a lead producer's perspective

Abstract Rapid progress is being made in many aspects of materials, design and construction for lead–acid batteries. Much of this work has taken place under the auspices of the Advanced Lead–Acid Battery Consortium (ALABC). From the general tone of the literature, it seems likely that several of these developments will be adopted in commercial products, and that there will be cross-fertilization between the emerging electric vehicle (EV) battery technology and the starting, lighting and ignition (SLI) battery. Given the impetus for improvement from several different factors, the development process appears to be accelerating. To those not intimately involved in the battery design and specification process, it is not clear which of the possible developments will make it from the laboratory to general commercial adoption. Some of the possible changes in materials, design and construction could have an impact on the recovery, recycling, smelting and refining of lead–acid batteries. Some of the possible developments are outlined and their possible impact is discussed. It is likely that negative effects may be minimized if battery developments are considered from other perspectives, largely based on the overall life-cycle, as early in the design phase of new products as possible. Three strategies for minimizing undesirable effects are advocated: first, improved communication between car manufacturers, battery manufacturers and lead producers second, use of life-cycle analysis (LCA) to identify and optimize all attributes of the product throughout its life-cycle third, concerted and coordinated action to deal with issues important to the industry once trends are identified.

Research results from the Advanced Lead–Acid Battery Consortium point the way to longer life and higher specific energy for lead/acid electric-vehicle batteries

Abstract Amidst the welter of publicity devoted to the newer battery chemistries, the remarkable progress made by lead/acid battery technologists in response to the needs of the emerging electric-vehicle market has tended to be overlooked. The flooded design of battery, launched by Gaston Plante around 1860, has given way to a valve-regulated variant which has a history dating only from the 1970s. The key parameters of this `maintenance free' battery have been improved markedly during the course of the development programme of the Advanced Lead–Acid Battery Consortium (ALABC), and it is likely that lead/acid will continue to feature strongly in motive-power applications as a result of its cost advantage and of its enhanced effectiveness.

The Brite–EuRam lead-acid electric-vehicle battery project—progress report

As part of its first programme, the Advanced Lead-Acid Battery Consortium has a US$4.4 million project assisted by European Community funding. This was initiated by the European members of the Consortium under the Brite–EuRam programme. At the Sixth Asian Battery Conference, an interim report was given on progress on eight of the ten tasks and, now that the project is in its final year, most of these have been completed. The principal objective of the project was to incorporate the findings of this work into demonstration batteries. These would then be tested under the Eucar ECE-15 test regime and this part of the project is now well under way. This paper discusses the results of the research leading up to the design of the battery variants built for evaluation. It also attempts to identify the lessons which have been learnt from this complex programme involving 14 research partners as well as five additional financial sponsors.

96/06422 A coal-fired heat exchanger for an externally fired gas turbine

This paper seeks to consolidate the experiences gained from a group of projects carried out by the Advanced Lead-Acid Battery Consortium (ALABC) and aimed at achieving increases in the specific energy and the specific power of lead-acid batteries by developing grid designs of low weight. The use of corrosion-resistant alloys allows significant reductions in weight, but if this approach is taken too far problems arise with obtaining good adhesion of the active material to the grid. Some success has been achieved in the production of cells with improved specific energy and long life.

Collaboration in research—the ALABC:Brite-EuRam lead/acid electric-vehicle battery project

As part of its programme, the Advanced Lead-Acid Battery Consortium (ALABC) has a US $4.4 million project with European Community funding (under the Brite-EuRam programme). This has been initiated by the European members of the ALABC. The background and structure of the four-year project are described, together with some of the research results that have been obtained during the first two years of the work. While many of the individual tasks contain battery test programmes to evaluate research results, the ultimate aim of the project is to bring together the various developments into prototype advanced lead/acid batteries for electric-vehicle applications. These will be bench-tested by Eucar, the joint research body of the European motor industry.

Lead alloys: past, present and future

The most critical non-active component in the lead/acid battery is the grid or substrate. A review of the work on grids and grid alloys in the period 1960–1993 has been carried out by the Advanced Lead-Acid Battery Consortium and, in this paper, the results are analyzed in relation to the effort expended on different alloy systems. Lead-antimony alloys and the effects on them of additions of arsenic, tin, and grain-refining elements (selenium, sulfur, copper), together with lead-calcium alloys and the effect on them of tin additions, have received the greatest attention in the past. Proposals are made for future studies. Possible evolutionary developments include the addition of silver and higher amounts of tin to lead-calcium alloys, more detailed investigations of lead-strontium and lead-lithium alloys containing tin and/or silver, and further work on very-low-antimony alloys. More speculative projects are very rapidly cooled alloys, the use of aluminium as grids or spines, plastic/lead-coated copper negative grids, corrosion-resistant coatings of lead compounds on the grids and, finally, a substrate for a bipolar plate that is based on conductive inorganic compounds.