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Battery Ratings The voltage of a battery is determined by the number of cells connected in series to form the battery. Although the voltage of one lead-acid cell just removed from a charger is approximately 2.2 volts, a lead-acid cell is normally rated at approximately 2 volts. A battery rated at 12 volts consists of 6 lead-acid cells connected in series, and a battery rated at 24 volts is composed of 12 cells. The most common battery rating is the amp-hour rating. This is a unit of measurement for battery capacity. It is determined by multiplying a current flow in amperes by the time in hours that the battery is being discharged. A battery with a capacity of 1 amp-hour should be able to continuously supply a current of 1 amp to a load for exactly 1 hour, or 2 amps for 1/2 hour, or 1/3 amp for 3 hours, etc., before becoming completely discharged. Actually, the ampere-hour output of a particular battery depends on the rate at which it is discharged. Heavy discharge current heats the battery and decreases its efficiency and total ampere-hour output. For airplane batteries, a period of 5 hours has been established as the discharge time in rating battery capacity. However, this time of 5 hours is only a basis for rating and does not necessarily mean the length of time during which the battery is expected to furnish current. Under actual service conditions, the battery can be completely discharged within a few minutes, or it may never be discharged if the generator provides sufficient charge. The ampere-hour capacity of a battery depends upon its total effective plate area. Connecting batteries in parallel increases ampere-hour capacity. Connecting batteries in series increases the total voltage but not the ampere-hour capacity. Life Cycle of a Battery Battery life cycle is defined as the number of complete charge/discharge cycles a battery can perform before its normal charge capacity falls below 80% of its initial rated capacity. Battery life can vary anywhere from 500 to 1,300 cycles. Various factors can cause deterioration of a battery and shorten its service life. The first is over-discharging, which causes excess sulphation; second, too-rapid charging or discharging which can result in overheating of the plates and shedding of active material. The accumulation of shed material, in turn, causes shorting of the plates and results in internal discharge. A battery that remains in a low or discharged condition for a long period of time may be permanently damaged. The deterioration can continue to a point where cell capacity can drop to 80% after 1,000 cycles. In a lot of cases the cell can continue working to nearly 2,000 cycles but with a diminished capacity of 60% of its original state. Lead-Acid Battery Testing Methods The state of charge of a storage battery depends upon the condition of its active materials, primarily the plates. However, the state of charge of a battery is indicated by the density of the electrolyte and is checked by a hydrometer, an instrument that measures the specific gravity (weight as compared with water) of liquids. The most commonly used hydrometer consists of a small sealed glass tube weighted at its lower end so it will float upright. [Figure 10-186] Within the narrow stem of the tube is a paper scale with a range of 1.100 to 1.300. When a hydrometer is used, a quantity of electrolyte sufficient to float the hydrometer is drawn up into the syringe. The depth to which the hydrometer sinks into the electrolyte is determined by the density of the electrolyte, and the scale value indicated at the level of the electrolyte is its specific gravity. The more dense the electrolyte, the higher the hydrometer will float; therefore, the highest number on the scale (1.300) is at the lower end of the hydrometer scale.
In a new, fully charged aircraft storage battery, the electrolyte is approximately 30 percent acid and 70 percent water (by volume) and is 1.300 times as heavy as pure water. During discharge, the solution (electrolyte) becomes less dense and its specific gravity drops below 1.300. A specific gravity reading between 1.300 and 1.275 indicates a high state of charge; between 1.275 and 1.240, a medium state of charge; and between 1.240 and 1.200, a low state of charge. Aircraft batteries are generally of small capacity but are subject to heavy loads. The values specified for state of charge are therefore rather high. Hydrometer tests are made periodically on all storage batteries installed in aircraft. An aircraft battery in a low state of charge may have perhaps 50 percent charge remaining, but is nevertheless considered low in the face of heavy demands that would soon exhaust it. A battery in such a state of charge is considered in need of immediate recharging. When a battery is tested using a hydrometer, the temperature of the electrolyte must be taken into consideration. The specific gravity readings on the hydrometer will vary from the actual specific gravity as the temperature changes. No correction is necessary when the temperature is between 70 °F and 90 °F, since the variation is not great enough to consider. When temperatures are greater than 90 °F or less than 70 °F, it is necessary to apply a correction factor. Some hydrometers are equipped with a correction scale inside the tube. With other hydrometers, it is necessary to refer to a chart provided by the manufacturer. In both cases, the corrections should be added to, or subtracted from the reading shown on the hydrometer. The specific gravity of a cell is reliable only if nothing has been added to the electrolyte except occasional small amounts of distilled water to replace that lost as a result of normal evaporation. Always take hydrometer readings before adding distilled water, never after. This is necessary to allow time for the water to mix thoroughly with the electrolyte and to avoid drawing up into the hydrometer syringe a sample that does not represent the true strength of the solution. Exercise extreme care when making the hydrometer test of a lead-acid cell. Handle the electrolyte carefully because sulfuric acid will burn clothing and skin. If the acid does contact the skin, wash the area thoroughly with water and then apply bicarbonate of soda. |
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