© 2010 - 2017 AltEnergyMag - All Rights Reserved Powered by LJB Management Inc.Batteries have been around since the 19th century, when John Daniell invented the wet-cell battery. Daniell would likely be startled by the variety and sophistication of batteries in our day. Rechargeable batteries were one big step forward. The two incarnations therein – flooded and sealed rechargeable batteries – both have their advantages in applications ranging from vehicles to power supply grids. Rechargeable batteries were invented just a few decades after the original battery. There are several chemicals that can be used to create rechargeable batteries, but many larger models use a combination of lead and sulfuric acid. A rechargeable battery has the capacity to recharge when put in contact with a reverse current. Rechargeable batteries are extremely powerful for their size and make up nearly half of worldwide battery sales. Flooded rechargeable batteries, also known as wet-cell batteries, are closest to Daniell’s original battery in design.

These batteries contain a liquid combination of water and sulfuric acid. They are generally more expensive and last longer than sealed batteries. Flooded rechargeable batteries are decidedly more high-maintenance than their sealed counterparts. Because flooded rechargeable batteries contain liquid, they must be oriented appropriately and can be damaged due to forceful movement (such as excessive shaking). Also, since they contain some water, flooded rechargeable batteries need regular care to maintain the correct levels of liquid. They have a reduced life in extreme climates, where the water inside them can evaporate or freeze. And since water will evaporate eventually even in the mildest weather, flooded rechargeable batteries can only be used with proper ventilation. Despite these needs, flooded rechargeable batteries are still the best choice in reserve power applications. They are also widely used for backup power, utility, telecom and grid energy storage and in backup power supplies.

Unlike flooded rechargeable batteries, sealed rechargeable batteries do not contain a liquid that will spill out if the battery breaks. Instead, sealed rechargeable batteries hold only enough liquid to allow the electrolytes to flow. These types of batteries are also known as maintenance-free batteries. There are two types of sealed rechargeable batteries: gel and AGM (absorbed glass mat). Gel batteries contain a putty-like substance, while AGM batteries contain special acid-saturated fiberglass mats. AGM batteries are generally more powerful and cost-effective, but gel batteries offer more longevity. Regardless of their differences, both sealed rechargeable batteries offer some important advantages. These advantages mostly stem from the fact that the sealed rechargeable battery electrolyte is completely absorbed in the separator and does not need water to be added. They require less regular maintenance or ventilation, and can withstand varying climates better than flooded batteries.

Sealed rechargeable batteries also tend to charge faster than flooded batteries. However, sealed rechargeable batteries do not last as long as flooded batteries. Accidental overcharging or undercharging can exacerbate this effect on both flooded and sealed batteries. Sealed rechargeable batteries are often found in off-grid power systems, including environmentally friendly systems like solar and wind power. university of miami motorcycle helmetThey are also used in uninterrupted power supply systems, as well as in robotics and some ATVs and motorcycles.agv motorcycle crash helmets Both flooded rechargeable batteries and sealed rechargeable batteries perform important functions in our society. motorcycle shop mt isa

They supply our vehicles, emergency power supplies, and even power grids with the energy they need to function. In short, we’ve come a long way since the 19th century. All content provided on this blog is for informational purposes only. The owner of this blog makes no representations as to the accuracy or completeness of any information on this site or found by following any link on this site. motorcycle license uk a2The owner will not be liable for any errors or omissions in this information nor for the availability of this information. motorcycle dealers in the bronxThe owner will not be liable for any losses, injuries, or damages from the display or use of this information.motorbike for rent in kuala lumpur

At HOT ROD, we hear stuff. Lately we’ve been hearing about hot rodders’ love/hate relationship with their sealed, leakproof batteries. You adore their ability to take punishment and their paint-friendly nature, but they have developed a reputation for refusing to take a charge once they have gone dead. Here’s how to bring them back to life.While the spill-proof batteries currently on the market are often referred to as gel batteries, most are AGM batteries-short for absorbed glass mat. craigslist motorcycles for sale knoxville tennesseeOptima and Odyssey batteries are common examples. Unlike a gel battery, in which a silica agent is added to the electrolyte to form a semisolid, an AGM battery uses an ordinary sulfuric acid solution like any standard automotive battery (about 60/40 water and acid at full charge). However, here the electrolyte is absorbed and retained by layers of boron-silicate glass matting between the lead plates.

While both battery types can rightly be considered leakproof and spill-proof, AGM is currently considered the superior technology, especially for automotive use. Some AGM batteries employ spiral-wound, cylindrical cells (Optima), while others use flat plates and box cells (Odyssey) like conventional batteries. Also, sealed is something of a misnomer-lead-acid batteries generally are capable of venting when necessary.Hot rodders are tough on batteries, but the extreme heat and vibration we deal them aren’t the half of it. Between these rounds of serial abuse, often we let our cars sit unused for extended periods-like between race events or cruise nights, or even for the entire winter. Also, the electronic gadgets in newer cars (engine and body computers, entertainment and security systems, and so on) often employ keep-alive memory functions that place a small but constant current draw on the battery.That’s an awful thing for automotive batteries, because they all will self-discharge over time-even the more expensive deep-cycle models (just more slowly).

At room temperature, a standard battery loses nearly 5 percent of its capacity per month just sitting on the shelf. And once the battery’s voltage falls below around 1.75 volts per cell, permanent damage begins to take place in a process known as hard sulfation. Essentially, the plates become coated with gunk (dense lead sulfate crystals), reducing the battery’s capacity. If a battery is allowed to discharge long enough or not properly recharged between discharges, it’s a dead player. Its plates are completely sulfated and nothing will bring it back.To replicate these diabolical conditions, we obtained two new Optima AGM batteries, a standard RedTop and a deep-cycle YellowTop model, and submitted each to a constant 2.2-ampere load. At regular intervals over many days, we removed the load and attempted to recharge the batteries using a standard, repair industry-style, 2/10/40-ampere, roll-around charger, known in the biz as a bulk charger. At no point did we have any trouble getting either battery to accept a charge-that is, until the around-the-clock discharge drove the batteries below around 4.2 volts.

Then the batteries refused to charge, replicating the common complaint-“won’t take a charge.”However, the trouble isn’t really with the battery or even, necessarily, the charger. Here’s the real problem: Once the battery’s voltage falls below a certain level, the charger can no longer sense the battery’s presence and will refuse to deliver the current. In some cases this can occur at any point below 10.5 volts. Older and more basic chargers are more prone to this hang-up than newer, fancier models, which are equipped with control circuitry to deal with these issues. So there are two solutions available: Buy a new, expensive charger equipped with the extra brainpower, or employ a simple trick the Optima engineers laid on us.Here’s all you need to do: Grab another car battery with a decent charge on it (12.4 volts or better) and connect it in parallel to the problem battery using a set of jumper cables. Then activate the charger and charge the battery normally, being careful to follow the manufacturer’s instructions for current and voltage limits.

It’s as simple as that. The second battery supplies the voltage that tricks the charger into supplying the necessary current. After an hour or so, you can remove the second battery and continue charging. We tried it and it works. No matter how deep the discharge we applied, we were able to bring the battery back to a full state of charge using our cheap but trusty bulk charger.You can now find chargers that are specifically marketed for AGM batteries. They’re nice but by no means necessary. However, some recent chargers have a switch position on their control panels marked AGM/gel. Since AGM and gel batteries have rather different charging requirements, that position is somewhat bogus, according to several AGM battery manufacturers. They recommend selecting the conventional switch positions with these chargers.Of course, you can avoid all these headaches with deep discharge and parasitic loads in the first place simply by using a float charger. Also known as battery tenders, these units deliver a small (500 to 800 milliamperes) but constant charge to the battery, keeping it fresh and fully charged.