6-5

OPERATIONAL CHARACTERISTICS

OF POWERSAFE BATTERIES IN
B.T. POWER EQUIPMENT RACKS W. R. Jones British Telecommunications plc B. T. Worldwide Networks Policy Planning & Performance 2nd Floor 125 Shaftesbury Avenue LONDON WC2H 8BE U.K.

A. I . Harrison Chloride Industrial Batteries Limited P. 0. Box 5 Clifton Junction Swinton MANCHESTER M 2 7 8LR U.K.

SUMMARY
Arising from unexpected operating characteristics of batteries used in B.T. power equipment racks from 1989

2.285 volts per cell (V.P.C.) are too high, particularly at the prevailing elevated operating temperatures. This particular issue however is the subject of a separate exercise, and will not be considered further in this paper.

Initially, the main parameters for investigation were and battery float the objective being t o determine if one parameter was driving the other. In order t o do this, a comprehensive list of both battery and equipment characteristics were and as a 'Onsequence conclusions have been made not Only On the battery temperature and its float current, but on peripheral issues such as battery ventilation, battery differential temperature. A proposal is made t o moderate the battery differential temperature through ventilation, and observations reflecting the performance of monitors are reviewed. A new approach is proposed t o address the subject of battery monitoring which consists of the parallel operation of diagnostic and predictive techniques.

Arising from this particular work it was observed that differential temperatures could exist between the ambient and the battery. This differential was found t o be randomly variable between as little as o.50c and as much as SOC. As no logical battery or equipment could be found to explain the variable differential temperature, ventilation of the battery was investigated, and the observations with conc~usions arising have been also reported. Batterv state of health A considerable amount of investigating work using conductance measurements has been reported (1)(2)by B.T. and their conclusions support in general principle the observations of other reported work (3)(4). However, in common with other investigator^(^)(^) it has been found in this work that conductancelimpedance measurements can be a good diagnostic aid, but lack definition when trying t o indicate a precise state of health in terms of available capacity. The use of conductance measurements and partial discharge techniques within B.T. has already been however, this paper proposes a new reported (l), approach t o state of health monitoring in which a diagnostic method based on conductancehmpedance measurements is operated in parallel with a predictive method based on the temperature of operation and the applied float voltage. This paper considers the developments proposed for a modified diaanostic technique, and indicates the principles and philosophy supporting the parallel predictive method.

INTRODUCTION
The main thrust for on site joint supplier/operator investigations was t o address t w o main issues as follows: To investigate the causes generating elevated battery float currents and temperatures in service, given that the condition could not be reproduced in the laboratory on batteries returned from site which hitherto had displayed the problem.

To evaluate methods of determining the state of

health of batteries so that planned replacement procedures could be introduced without the risk of loss of service in the event of a mains supply failure. Elevated Battery Float Currents and TemDeratures

It is recognised that the operational float voltages at

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0-7803-2034-4/94/ $4.00 1994 IEEE

@

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FLOAT CURRENTS AND TEMPERATURE
During the surveys, readings were systematically taken of the equipment performance, and battery characteristics of each power rack. EauiDment Performance
- Operational reference - As indicated on the equipment Number of Rectifiers - Maximum 6 Number of Batteries - Maximum 3 Ambient Temperature - Measured 1.5m from the floor and 0.5m from the rack. System Voltage - As indicated on the equipment.
BATTERY TEMP: IC)

TABLE 1
D.C. CURRENT (mA) A.C.(RMS) CURRENT (mA) EQUIPMENT LOAD (A)

Unit Number Load (A)

Batterv Characteristics Battery Voltage

0

- Measured across t h e battery poles. D.C. Float Current - Measured using a clamp (Magnetic Coupler) A.C. Float Current - Measured using a clamp (Magnetic Coupler) Date of Manufacture Battery Temperature - Measured using a surface thermometer placed between the blocs.

The results presented have been observed on 1 2 Power Racks in the same telephone exchange. The first set of

29 29 29 26 25 30 30 29 28 29 28 30 30 30 29 29 26 31 28 28 29 26 29 27 30 3 1 29 31 30 28 31 30 28 31 31 29

280 270 330 250 230 330 280 250 250 260 320 258 316 363 310 290 230 310 330 250 330 135 272 246 260 332 365 312 296 270 362 300 21 5 351 318 392

20 20 20 1 0 10 20 15 10 20 20 20 38 37 28 20 20 20 20 10 40 40 13 16 15 43 43 40 67 63 61 48 44 50 43 35 40

5 1 5 1 5 1 27 27 60 60 60 60 60 60 62 62 62 66 66 66 88 88 52 52 5 1 5 1 5 1 90 90 90 77 77 77 83 83 83 81 81 81

throughout the exchange room. The second set of results was taken on the 20.10.93 and in the intervening

-D.C.

+AX.

The observations of this analysis are given in Table 1 To make the comparison with battery temperature, the data in Table 1 was sorted in increasing temperature values. In addition, the values of D.C. float current were secondary sorted in ascending order at each incremental temperature value. The plots of the "sorted" values are shown in Figure 1
It was concluded that:
2fp6

2728

29

30

31

31

Battery Temperature CC.)

FIGURE 1

The temperature differential between the battery and the ambient also increases with the level of D.C. float current. Note This treng is confirmed by the average results obtained on similar blocs supplied by Hawker Energy. These average results based on a population of 15 batteries are compared t o the average results derived from Table 1 and are shown in the following Tables.

The A.C. float current values did not relate t o either the battery temperature or the level of the D.C. float current. The D.C. float current did generally increase with battery temperature.

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HAWKER ENERGY The plots of these "sorted" values are shown in Figure 2

Observation

D.C. Float Current (mA1

Battery Temp. O C

Diff. Temp. O C

Ambient Temp. O C

I I

Lowest Current Highest Current

I Average

1 I
I

40 108 52

I I
I

29.3 31.4 28.7

I I

0
1.8 0.1

I I
I

29.3 29.6 28.8

I 1

350

-A.C. + D.C.CORRECTED

300

POWERSAFE

Observation Current Temp.

Lowest Current Highest Current Average 290

FIGURE 2
25 25

It was concluded that :The A.C. float current did not again relate to the D.C. float current but there was a trend for the A.C. float current t o increase with the load having an average value of 10 mA at 27A load and 40 mA at 90A load. The observed tendency for the A.C. float current to increase with increasing load on the rectifiers could indicate a relationship with the A.C. impedance of the batterv circuit. Note 1: In separate experiments it has been observed that when float current measurements are taken by placing a shunt in the battery circuit, the resistance of the shunt increases the battery circuit impedance by an amount sufficient t o eliminate the A.C. float current component. Note 2: Again in separate experiments tests on Power Racks with the Exchange load replaced by a resistive load have shown that as the load on the rectifier increases so does the A.C. ripple content. The mean D.C. float current appeared t o be independent of load, with the scatter of results about the mean being attributed t o the natural product characteristic.

The "highest" and "lowest" readings in both sets of data confirm the trend stated, but the "Average" results would also indicate another additional influence. The range of D.C. float current values observed at any one battery temperature is clearly a product characteristic, and for the reasons stated earlier, it is desirable that both the range and value of the float current be made as l o w as possible. To make the comparison with equipment load, the data in Table 1, column 2, (D.C. Current) was temperature corrected t o the ambient temperature of 25OC. The temperature correction factors were based on the relationship that float current increases by t w o times for every 1OC increase in temperature. In addition the load data was sorted in increasing current values and the values of temperature corrected D.C. float current were secondary sorted in ascending order at each incremental load value.

183

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The plots of the sorted values are shown in Figure 3. ComDarison of Float Currents with Ambient TemDerature The observations for this analysis are given in Table 2.
300

TABLE 2
2504MBIENT TEMP: (C) 19 19 19 19 19 20 20 20 20 20 20 22 22 22 23 23 23 24 24 24 24 24 24 23 23 23 23 23 23 23 23 23 23 23 23 BATTERY TEMP: (C) 21 20 20 19 19 22 21 21 22 21 21 23 23 23 26 25 24 27 26 26 24 24 24 23 23 22 25 25 24 24 25 23 27 26 25

- D.C.(AMB) +A.C.
I

D.C. CURRENT (mA)

145 120 180 120 115 140 120 124 120 145 175 140 185 200 210 180 160 165 240 250 95 165 250 103 150 136 140 195 21 5 100 175 90 220 210 260

A.C.(RMS) CURRENT (mA) 40 35 40 50 40 60 60 60 65 65 60 20 20 30 80 60 80 60 65 80 40 35 35 37 27 45 40 40 40 50 50 60 45 45 40

D.C. CURRENT (mA)/AMB

126 112 167 120 115 122 112 115 104 135 163 130 172 186 172 157 149 135 209 21 8 95 165 250 103 150 146 122 170 200 93 152 90 167 172 226

FIGURE 3 It was concluded that:-

The A.C. float current again did not relate either t o the D.C. values or the ambient temperature. However, for reasons not clear the average A.C. float current value increased from 29.7 mA at 29.8OC (Table 1) t o 48.5 mA at 23.4OC (Table 2). There is no evidence t o date t o suggest that the levels of A.C. float current observed have had an adverse effect on either the level of D.C. float current or the battery temperature. This is because oscilloscope observations would indicate that the positive peak profile is not putting transient high voltage spikes across the battery, and the negative peak profiles have not encouraged excursions into the discharge mode of the battery. The average D.C. float current has a trend t o increase with ambient temperature however the natural product scatter in float current values at any one temperature makes the relationship a little tenuous. The average battery temperature has been shown t o be related t o the ambient temperature. The differential between the ambient temperature and the battery temperature increases from 1.4OC at 22OC t o 4.8OC at 25OC. The differential temperature between ambient and battery has been partially explained in terms of float currents. However, it can be seen from Figure 1, that it is possible for one level of float current t o sustain values of temperature differentials between ambient and battery of 3OC, 4OC, 5OC and 6OC. Clearly this indicates a variable heat dissipation capability from the battery, and as a consequence battery ventilation was investigated.

The first observation t o make is in the comparison of temperatures between Table 2 and Table 1. The modifications t o the air conditioning have reduced the ambient from an average 25OC t o an average of 22OC. This in turn has reduced the average battery temperature from 29.8OC t o 23.3OC. Needless t o say the observed float currents have fallen by a similar proportion. However t o make the comparison with ambient temperature, the data in Table 2 column 3 (D.C. Current) was temperature corrected from the battery temperature t o the ambient temperature and the new values were recorded in column 5. In addition, the ambient temperature data was sorted in increasing values and the temperature corrected D.C. float current data was secondary sorted in ascending order at each incremental temperature value.

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Note Other observations on similar product supplied by Tungstone would confirm this indication. The following data, based on 1 4 batteries indicates the temperature characteristics against the average float current. However, it does not follow that the lowest and highest float currents correspond t o the lowest and highest temperatures. Comparison of this average data with the Table 1 average data stated earlier would indicate variable heat dissipation from the battery. TUNGSTONE
Observation D.C. Float Current (mA1 Battery Temp. O C Diff. Temp. O C Ambient Temp.
OC

To date 5 sets of temperature readings have been taken over a period of 9 months and these are given in Table 3. TABLE 3

DATE

14.7.93

27.7.93

20.10.93

31.3.94

21.4.94

32 5

331

262

307

288

I
1

Lowest Current Highest Current

I
I
I

125

I
I
I

27.5

I
I
I

2.9

I
I

24.6

I
I
I
I
10

175 142

28.6
27.5

3.6 2.6

I Average

31.9 31.9

32.3 32.5 26 3 31.2 28.7

25.0 24.9

31.9 31.9 29.0 30.2 30.1

32.8 32.5 28.7 30.1 30.5

25.6 25.7 24.3 24.8 24.6

30.5 30.6 28.2 29.4 29.4

28.6 28.5 27.1 27.6 27.3

AVERAGE

TEMPERATURE DIFFERENTIAL AND VENTILATION

In order t o investigate this problem a power rack was selected from the 1 2 racks investigated in the float current programme. In all cases investigated, the battery demqnstrating the highest temperature was the top battery of a stack of 3 batteries in the racks, and one of these batteries was wired up with surface temperature sensing probes.
The position of the probes is shown in the battery plan illustrated in Figure 4

11 12 13

14

29.5 29.7 27.4

30.4 29.9 27.3

23.8 24.4 22.2

28.4 28.9 26.1

26.9 27.2 24.9

AVERAGE
15

The following observations and conclusions have been drawn:Irrespective of the value of the ambient temperature or whether the front or back elevation is considered, there is typically a 2OC differential between the outward faces of the battery blocs and the prevailing local ambient temperature. The differential temperature between the inside faces of the battery blocs and the local ambient can vary between 3.4OC at an ambient 22OC t o 5.2OC at an ambient 27.3OC. The corner blocs of the battery in all cases have lower temperatures than their adjacent series neighbours. This differential increases with increase in the local ambient temperature.

1 4 1

1311

121

PLAN

1141
FRONT OF THE RACK

1151

FIGURE 4

All the probes on the battery blocs were positioned in the centre of the vertical faces. The local ambient temperatures are given by probe 1. at the back of the equipment, and by probe 1 5 for the front of the equipment.

Arising from these observations it was clear that temperatures measured on the inside faces of the battery blocs probably gave the true reflection of battery temperature. As these temperatures offered the greatest differential t o the ambient temperature an investigation was started t o see if the differentials could be reduced by improving the ventilation t o the inner faces of the blocs.

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6-5
Improvements t o the inner surface ventilation was not possible with the current battery configuration, but with a modification t o the battery tray in the power rack a different battery configuration offering a 1 c m air gap between the inner surfaces was achieved. The plan of this battery is shown in Figure 5. BACK recently on some with three types of instrument on Powersafe blocs. The results are shown in Table 4 where the capacity of the blocs in (Ah) is compared to the impedance in (m.ohm) observed from the instruments. TABLE 4
Duration 3h to 1.8 (h) V . P . C .

1
IMPEDANCE
Im.Ohml (m.Ohms)

10

15

16

0.28 0.43 0.62 0.93 1.05

10.30 9.00 15.20 10.40

8.20

11

14

17
11.50 18.10 1.50 10.20 3.10 2.27 1NF 3.96

12

13

18

1.50 1.50 1.55

13.50 2.40 8.00 5.60 2.85 2.30 2.36 2.35 2.44 2.10 2.1 6

I
0.93

1
2.46

2 FRONT

1.58 1.88 1.88 2.17

FIGURE 5

0.94 0.81 0.96 0.87 0.94 0.73 0.75

2.55 2.09 2.63 2.27 2.58

The configuration consists of 4 x 12V blocs. The numbers within the blocs denote the cell numbers within the battery. The battery was installed at the end of March 1 9 9 4 and at that time all the battery temperatures reflected the cooler external ambient of 19.5OC against the local room ambient of 26.2OC. A n additional set of readings was taken at the end of April 1 9 9 4 where the inner faces of blocs 1 and 4 had temperatures of 26.8OC against a local ambient of 25.2OC. The inner surfaces of blocs 2 and 3 had however average temperatures varying from 21.3OC to 24.5OC indicating that either the blocs had still not acclimatised or the heat dissipation was different. The test however at this stage does look promising. BATTERYSTATEOF HEALTH
~~

2.25 2.50 2.50 2.53 3.38 3.45

3.47 3.47 3.47 3.50

~~~

2.12 2.24 2.12 2.24

0.71 0.76 0.70 0.78

3.53 3.53 3.55 3.55 3.57 3.57

2.18 2.12 2.22 2.12 2.22 2.08

0.74 0.70 0.77 0.74 0.75 0.70

To most users "Battery state of Health" means "How long will the battery run" at any given instant in time. This is usually translated as "what is the available capacity?" and over the past f e w years various types of conductance and impedance instruments have been used t o make predictions of available capacity. Conductance Impedance Instruments
It is interesting t o note however the observation made

3.57 3.58 3.60 3.63 3.65

2.14

0.70 0.68

2.18 2.12

0.73 INF

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6-5
The same results are plotted in Figure 6.
0

HIP

+-MlDTRONlCS * BIDDLE

The frequency/impedance results obtained on the H/P results indicate the value of impedance/conductance measurements as a diagnostic tool. In the range 2.0 t o 2.5m.ohm there is not a bloc with less than 5 0 % capacity, but outside the range other faults are being detected.

During the course of the investigations into performance of monitoring instruments, a Midtronics instrument was used t o measure the impedance (reciprocal mhos) of new Powersafe blocs during a 3h discharge t o 1.8 V.P.C. The results are shown in Table 5. The time of the discharge is given in hours (h), and the impedance, calculated from the conductance reading, is given in (m.ohms). TABLE 5 IMPEDANCE
FIGURE 6

0.280.931.07 1 . 5 1.551.882 . 53 . 3 8 3 . 4 73 . 5 3.533.573.573 . 6

Duration (h)

Bloc 1 (ohms x 6.00

Bloc 2 (ohms x 6.00 5.45 5.55 6.00

In addition the H/P results in Table 4 were sorted into a frequency distribution at impedance value intervals of 0.5m.ohm. over the range 1m.ohm t o 1Sm.ohm. The results are shown in the Bar Chart shown in Figure 7.

5.40 0.50 5.45 5.77

1.oo

I
I
I

2.50 2.75 3.00

I
I I

7.74 8.17 9.19

~~

I
I I

9.49 10.32 13.68

I
I I

It is clear from the results that before the impedance starts t o rise it passes through a minimum during the first hour of discharge. This feature is shown pictorially in Figure 8.
1 2 3 4 5 8 7 8 S 1 0 11 12 1 3 14 1 51 6 17 1 0 1s
Frequency

FIGURE 7

There are four interesting observations as follows:0

The change in impedance is varying by only a small value as the capacity falls from 100% t o about 50%. All the instruments appear t o follow the same profile, with the H/P and Biddle instruments giving almost the same values.
0 1

I
0.25

0 . 0 0

0.50

1 . 0 0

1 . 5 0 2 . 0 0 Time (h)

2 . 5 0

2 . 7 5

3 . 0 0

FIGURE 8

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The following observations investigation:are made from this Note:(i) The value of (TS) must be referenced to standard/quoted values for (a) float voltage, (b) temperature, (c) capacity with discharge rate and end voltage, (d) end of life capacity. Note:(ii) In this proposal the standard reference values assumed are as follows: (i) float voltage = 2.27 V.P.C. (ii) temperature = 2 0 ' ~
(iii) capacity = 3h t o 1.80 V.P.C. (ii) end of life capacity = 80%

The depression in impedance during the first hour may be caused b y gases coming out of the positive plate, and the subsequent increase in impedance arises from the change in the concentration of the electrolyte as it becomes more dilute. Comparison of Table 5 with Table 4 would indicate that new and used blocs both giving their claimed capacity have different impedance values. The impedance of a new bloc in this case, being of the order 0.60 m.ohms and the impedance of the used bloc being 0.75 m.ohms.

Philosophy

It i s s u g g e s t e d t h e r e f o r e t h a t w h i l s t impedance/conductance measurements do tend t o track the "fall o f f " of capacity with life, it has not been found possible t o accurately predict for instance the precise point at which the battery capacity has fallen t o 80% of its original unused value.
ImpedanceKonductance measurements are however being successfully used to indicate when a battery requires investigation, and to detect conditions that can lead t o rapid failure. As a consequence, a proposal is made t o develop the strengths of impedance measuring techniques as a diagnostic fault finding tool.
It is suggested therefore that new and used product should be identified b y a frequency - impedance footprint in which the real resistance together with the capacitive and inductive impedances are separately identified. Some ad-hoc experiments undertaken by the authors would indicate that there is some merit in exploring this line of investigation.

The object of the exercise is t o use the measurements and the information to calculate at any instant in time h o w much of the product "standard time" (TS) has been used. Having calculated this product "used time'' (TU), there are a wide variety of ways of displaying the Battery State of Health. For example the product "used time'' (TU) could be expressed in simple terms as a YO of the product "standard time'' (TS) as given in the following equation.
0

Battery state of Health % = 100-

[20((&1

In this case the battery is finished when (TS) = (TU) and the Battery State of Health is 80%. Alternatively the same characteristic (TU) could be used to display the predicted time remaining in the form of a fuel gauge. In this case the values of (TR) and (TU) are used to convert (TS) into a product "operation time'' (To) predicted under the prevailing conditions to date. In this case the "fuel gauge" time remaining is as follows.
0

Prediction Methods For some time an applications technique has been used to predict the service life of a battery from a given temperature and float voltage profile against time. The authors have therefore used this reference to propose a method which given the same measured data could provide a "rolling prediction" of Battery State of Health. Measurements The following measurements would be required:0 0 0

Time remaining = (To) - (TU) where To = jTS) X (TR) (TU)

CalcuIatio n of " used time" (TU) The product "Used time" (TU) can be calculated from the product real time (TR) as follows:

The product "Real Time" (TR) The battery temperature (tg) The battery float voltage (VB)

Where (ftB) is a temperature coefficient relating the effect of the measured battery temperature (tB) against the standard temperature 2OoC over the temperature range 2OoC to 4OoC. Where (fV) is a float voltage coefficient relating the effect of the measured average float voltage (VB/n) in (v.p.c) against the standard reference float voltage 2.27 V.P.C. Calculation of (ftB).

Information The information required is as follows:The number of cells in the battery (n) The product "standard time" (TS)

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6-5
The calculation of (ftB) is derived from the relationship that for every 10C rise in temperature the product "standard time" (TS) is reduced by 0.5. This means that at the temperature 2OoC, 3OoC and 4OoC the following coefficient values would apply. TABLE 6

(2) W.

R. Jones "Conductance Monitoring of Recombination Lead Acid Batteries" Proceedings of the 1 1th International Lead Conference, 24/27 May 1993, Venice, Italy., Session 7, Paper 7.

1 -I

Temperature 2O0C

Coefficient

1.00

(3) D. 0. Feder, T. G. Croda, K. S. Champlin, M. J. Hlavac, "Field and Laboratory Studies t o Assess the State of Health of Valve - Regulated Lead Acid Batteries - ConductanceICapacity Correlation Studies. Proceedings of the 14th INTELEC Conference, 418 October 1992, Washington, U.S.A., Paper 9-5. (4) D. 0. Feder, T. G. Croda, K. S. Champlin, M. J. Hlavac, "Field and Laboratory Studies t o Assess the State of Health of Valve - Regulated Lead Acid and Other Battery Technologies using Conductance Testing". Proceedings of the 15th INTELEC Conference, 27/30 September 1993, Paris, France, Paper 36.8.3. (5) S. S. Misra, T. M. Noveske, L. S. Holden, S. L. Mraz, "A.C. Impedance/Conductance testing of VRLA Batteries". Proceedings 8th Annual Battery Conference on Applications and Advances, 12/14 January 1993, California State University, U.S.A. Paper IV - 4. (6) S. S. Misra, T. M. Noveske, L. S. Holden, S. L. Mraz, "Use of A.C. Impedance/Conductance and D.C. Resistance for determining the reliability of VRLA Battery Systems". Proceedings 15th INTELEC Conference 27/30 September 1993, Paris, France, Paper 36.B.4.

Over this temperature range a reasonable straight line relationship exists between log 0(ftB) and (OC) therefore the value of (ftB) can be expressed either as a table of values or as an equation. Calculation of (fV) The calculation of (fV) is derived from an empirical relationship which has been found to hold over the voltage range 2.27 V.P.C. t o 2.40 V.P.C. where at 2OoC the value of ( ) , f degrades linearly from (fV) = 1 at 2.27 V.P.C. t o (fv) = 0.1 at 2.40 v.p.c This relationship can be expressed by the following equations: (fv) = 16.71 - 6.92 (VB/n) and again, (fV) can be evaluated either as a table of values or from the equation.

It can therefore be summarised that:

A method of predicting battery state of health and hence replacement can be made available for use in parallel with faultfinding diagnostic impedance measurements. The software required t o perform the prediction functions is relatively simple in nature. The hardware costs additional t o facilities already available in a Power Management System would be a temperature sensing device per battery and a wiring connection t o each bloc or cell in the battery.

REFERENCES
(1) M. W. Kniveton "Field Experience of Testing VRLA Batteries by Measuring Conductance", Proceedings of the 8th E.R.A. Battery Conference, 1 1 May 1994, Solihull, U.K., Paper 4.2.

189