Battery for Laptops

Battery for Laptops

Boston-Power says that it's poised to enter the market for portable power, with a notebook battery the company claims is safer, lasts longer, and can be charged faster. The Westborough, MA, startup recently announced that it is more than tripling production of its high-performance battery, called the Sonata, after receiving $45 million in a third round of venture financing. The move puts the company in a position to mass-produce and commercialize its next-generation lithium-ion battery within months.

"In partnership with GP Batteries such as Apple A1175 Battery, Apple A1185 Battery, Apple M9324 Battery, Apple M8403 Battery, Apple M7318 Battery, apple PowerBook G3 Battery, Apple PowerBook G4 Battery, Apple PowerBook G4 15 inch Battery, Apple A1012 Battery, Apple M8511 Battery, Apple M8244 Battery, Apple A1079 Battery, Apple A1078 Battery, Apple A1148 Battery and Apple M6091 Battery, one of Asia's largest battery manufacturers, we now have our second factory up and running in the greater China region," says Christina Lampe-Onnerud, the company's founder and CEO. In 2002, Technology Review named Lampe-Onnerud one of its top innovators under the age of 35 for her efforts to develop better-performing lithium-ion batteries with less volatile substances. Based on that research, she founded Boston-Power in 2005. Now, after raising $68 million in total, she says that her company will be able to manufacture a million battery cells per month by the end of 2008.

Oak Investment Partners, based in Westport, CT, provided this latest infusion of capital, building upon earlier investments by Venrock Associates, Granite Global Ventures, and Gabriel Venture Partners.

Although the Sonata will not offer greater energy capacity per use--with a four-hour run time, its performance will be average for the market--the company hopes that the battery's three-year life span, innovative safeguards, and ability to recharge quickly will help it gain a foothold in the battery market. As opposed to existing notebook batteries, which can take an hour to recharge to 80 percent capacity, the Sonata can reach that same level in just 30 minutes, according to Boston-Power. And whereas current batteries degrade very quickly, permanently losing up to 50 percent of their capacity within months, the Sonata retains up to 80 percent of its capacity over three years. In fact, since the typical laptop battery tends to degrade very rapidly, the Sonata will have a greater per-use capacity in the long run.

To make the cell retain its capacity over its lifetime, Boston-Power found it necessary to change the current lithium-ion design. The company identified a combination of new chemistry mixtures and electrode compositions, and it created a new shape--all of which enables a consistent performance over the cell's lifetime. The different shape made it possible for the company to increase the volume of the cell and more efficiently use the space within a battery pack, allowing it to reach energy-storage levels competitive with current conventional batteries.

In the past, it has been very difficult to make lithium-ion cells larger, since a larger energy density creates a potential for greater catastrophic malfunctioning. Conventional lithium-ion batteries use cobalt oxides, but the substance has been partly responsible for some of the more dramatic laptop explosions in recent years. So instead of using cobalt, which also tends to degrade quickly, the company incorporated manganese. Boston-Power isn't the only company using manganese; other companies, such as Compact Power, are also trying to take advantage of its stability. Boston-Power is incorporating the element into a larger than average cell.

The company has also made the battery safer by separating several conventional safety measures and by inventing new ones. In existing notebook batteries, the current interrupt device and the thermal fuse are packaged on top of each other in the cell's lid. But by separating these elements from each other, the company has built an extra layer of redundancy into the system. These elements are able to control and cut off the current flow, should the battery begin to overcharge. The company has also devised a new ventilation system to alleviate the pressure and heat before they build to catastrophic levels. With aluminum in its canister, rather than carbon steel or nickel, as is common, the Sonata's shell softens much sooner at high temperatures and then self-destructs with a hiss. More-durable elements like carbon steel, which melts at even higher temperatures than aluminum, exacerbate explosions by letting extraordinary pressure and heat build inside the cell until its breaking point. (This is why conventional laptops emit loud booming cracks when they burn.)

"There is a lot of progress being made in battery technology with different chemistries," says Robert Kanode, president and CEO of Valence Technology, an Austin, TX, startup that manufactures phosphate lithium-ion batteries. His company is a competitor with Boston-Power, but Kanode adds, "We know we will not be standing alone: this will be a huge market with many viable players in it."

Lampe-Onnerud says that Boston-Power is in discussions with most of the world's top-tier notebook makers, including Hewlett-Packard, which over the past two years has worked closely with the company, helping it design battery packs that can be dropped into existing notebooks.

"The Sonata opens up a whole new business model for notebook manufacturers that hasn't been available in the past," says Ifty Ahmed, a general partner with Oak Investment Partners, who worked on the deal. Although notebook makers can presently offer a three-year warranty for a computer, they can't make the same offer on a battery, a component that can cost about 10 percent of a laptop's total value. "The market for warranties is extremely profitable," Ahmed says. "So if you can sell a warranty on the battery for three years, you have a very exciting idea."

Boston-Power says that it is focused on commercializing the Sonata, but it also believes that its patented safety features could eventually be used in lithium-ion batteries for smaller consumer-electronics devices as well as for hybrid electric vehicles.

Lithium-Ion Batteries That Don't Explode

A new polymer material could prevent the type of battery explosions that led to last year's massive recalls of lithium-ion laptop batteries. (See "Safer Lithium-Ion Batteries.") By making such batteries safer, the new material could help clear the way for the widespread use of lithium-ion batteries in hybrid and electric vehicles.

Lithium-ion batteries are used in laptops because they're small and light compared with the alternatives. In cars they could replace the nickel metal hydride batteries used in hybrids now, saving room and improving fuel economy by reducing weight. But so far they haven't been used extensively in cars, in part because of safety concerns. (See "Are Lithium-Ion Electric Cars Safe?")

The batteries such as Compaq Presario 2100 battery, Compaq Presario 2500 battery, Compaq Presario NX9010 battery, Compaq Presario NX9000 battery, Compaq PP2100 battery, Compaq Presario R3000 battery, Compaq Presario 700 Battery, Compaq Presario 900 Battery, Compaq EVO N620C Battery, Compaq Presario 1200 Battery, Compaq Evo N1000C battery and Compaq Evo N115 battery can explode and burst into flame when they overheat--a result of overcharging or of the electrodes inside the battery coming into contact, causing an electrical short. While a laptop fire can be dangerous, batteries for such devices only involve a few cells. A fire caused by thousands of cells in a battery pack for cars could be much worse.

Last year, millions of laptops were recalled by such major companies as Apple and Dell because metal particles were accidentally incorporated into battery cells during manufacturing. In rare cases, these particles could penetrate a plastic sheet called a separator that ordinarily prevents the positive and negative electrodes within a cell from touching. Such an event can generate heat, which can cause the separator to break down further, resulting in more shorting and more heating. At high enough temperatures, the electrode materials decompose, releasing oxygen and leading to more-rapid heating and, ultimately, an explosion and fire.

Researchers at Tonen Chemical, an affiliate of ExxonMobil Chemical based in Tokyo, Japan, have developed a new separator that plays an active role in keeping batteries from overheating. The material could make it possible to slow the reactions, allowing the battery to cool off rather than bursting into flame, says Peter Roth, program manager for advanced technology development at Sandia National Laboratories, in Albuquerque, NM. Sandia is now testing the safety features of the new separator.

Separators are electrically insulating materials that have been engineered to have pores that allow lithium ions to shuttle back and forth between a battery's electrodes while the battery is being charged and discharged. A new generation of separators are designed to soften when they reach a certain temperature, about 130 ºC. That closes the pores, shutting off the current flow. In some cases, this will stop the overheating. But if the temperature continues to rise in the cell, these materials melt completely, breaking down and causing massive electrical shorts that can accelerate heating. If the cell tops 180 ºC, the electrode materials can decompose, releasing oxygen that allows the battery's electrolyte to catch fire and the battery to explode.

Unlike these separators, which break down at a little above 150 ºC, the new Tonen material stays intact up to 190 ºC. By preventing massive electrical shorting, the new separator could prevent the accelerated heating that leads to explosions, Roth says.

The performance of the separator is due to the fact that it incorporates more than one polymer: one that softens at 130 ºC to shut down current, and another to keep the separator intact to prevent shorting. Since the material can be made by modifying existing manufacturing equipment, it could quickly be available in large amounts, according to Koichi Kono, Tonen's R&D manager. "Commercially, we are ready," he says.

Other companies have developed alternative approaches to making lithium-ion batteries safer, including using different electrode materials or nonflammable electrolytes, or adding a thin layer of ceramic material to keep the electrodes separated. While the ceramics can survive very high temperatures, questions remain about how well they can be incorporated into manufacturing processes and whether they will be too expensive, Roth says. "The goal is to have batteries that fail gracefully rather than explosively."

Solar Power

Solar power has long provided the near-constant power generation needed to run satellite transmitters, some of them decades old by now. And some day solar power will drive the robotic arms of Mars landers.

But the electricity it generates must be stored onboard in rechargeable batteries. Researchers say that making these batteries denser, thinner and lighter can translate into spacecraft that fly farther and faster, are smaller and less expensive, and can carry space-based lasers.

So it's not surprising that the U.S. government spends a lot of money researching and developing batteries such as IBM ThinkPad T40 Battery, IBM ThinkPad T41 Battery, IBM ThinkPad T42 Battery, IBM ThinkPad T43 Battery, IBM ThinkPad R50 Battery, IBM ThinkPad R51 Battery, IBM ThinkPad R40 Battery, IBM ThinkPad R32 Battery, IBM ThinkPad R60 Battery, IBM ThinkPad T60 Battery, IBM ThinkPad Z60t Battery and IBM ThinkPad Z61t Battery. Much of the research focuses on lithium-ion polymer, a solid or gelatinous electrolyte critical to the chemical reaction that creates electricity. Lithium polymer, as it's usually called, tops good battery performance with a high degree of malleability-which may allow it to be integrated into solar panels and other useful locations.

Proponents note that lithium polymer has proved safer than its sometimes-volatile predecessor, liquid lithium ion, and is now showing up in cell phones. Lithium polymer also has three times the energy density of the nickel cadmium (NiCad) rechargeables now ubiquitous in notebook computers, cell phones and toys.

The solid electrolyte's malleability particularly intrigues people in the space and defense communities. "You can put it in small places or wrap it around things," says Sheila Bailey, an expert in photovoltaics at the NASA Glenn Research Center in Cleveland.

Photovoltaic Finish

Bailey is the technical monitor for a $64,614 research grant awarded in July to Lithium Power Technologies of Manvel, TX, by the Ballistic Missile Defense Organization. (BMDO is the Arlington, VA-based group overseeing the Bush administration's "Star Wars" missile defense program.)

Lithium Power will attempt to build a hybrid that combines thin-film lithium polymer with existing photovoltaic technology.

The combination could be shaped to form the main structural panels of spacecraft, saving space and allowing lighter weight or more power, claims Lithium Power president Zafar Munshi. BMDO is interested because of the potential to build lightweight micro- and nano-satellites, a key component in future versions of the missile defense system.

Eventually, cars might have similar surfaces generating power for their electrical systems (though not electric motors), Munshi says.

The first phase of the project aims at proving the feasibility of combining solar technology with thin-film polymers. "We're going to be building some hardware to demonstrate the basic concept," Munshi says. If the second phase is funded, commercial products, such as global positioning system (GPS) devices with roll-up solar cells that provide power in remote areas, could arrive within two years, Bailey predicts.

Jeff Bond, program manager with the BMDO's small business innovation research group, cautions that combining thin-film batteries with existing photovoltaics is no easy task. "What Lithium Power is proposing in this phase is extremely high risk," he says. "We're looking to fund the wild ideas, if you will. We don't have any specific requirement right now to use the technology."

The main hurdles, Bailey says, are improving the energy efficiency of thin-film photovoltaic cells and lithium polymer batteries, reducing heat and developing the needed systems for power management and transmission. Building batteries that are more resistant to cold is another challenge.

Lithium-Ion Batteries for Less

Lithium-Ion Batteries for Less

A new way to make advanced lithium-ion battery materials addresses one of their chief remaining problems: cost. Arumugam Manthiram, a professor of materials engineering at the University of Texas at Austin, has demonstrated that a microwave-based method for making lithium iron phosphate takes less time and uses lower temperatures than conventional methods, which could translate into lower costs.

Lithium iron phosphate is an alternative to the lithium cobalt oxide used in most lithium-ion batteries in laptop computers. It promises to be much cheaper because it uses iron rather than the much more expensive metal cobalt. Although it stores less energy than some other lithium-ion materials, lithium iron phosphate is safer and can be made in ways that allow the material to deliver large bursts of power, properties that make it particularly useful in hybrid vehicles.

Indeed, lithium iron phosphate has become one of the hottest new battery materials. For example, A123 Systems, a startup based in Watertown, MA, that has developed one form of the material, has raised more than $148 million and commercialized batteries for rechargeable power tools that can outperform conventional plug-in tools. The material is also one of the types being tested for a new electric car from General Motors.

But it has proved difficult and expensive to manufacture lithium iron phosphate batteries, which cuts into potential cost savings over more conventional lithium-ion batteries. Typically, the materials are made in a process that takes hours and requires temperatures as high as 700 °C.

Manthiram's method involves mixing commercially available chemicals--lithium hydroxide, iron acetate, and phosphoric acid--in a solvent, and then subjecting this mixture to microwaves for five minutes, which heats the chemicals to about 300 °C. The process forms rod-shaped particles of lithium iron phosphate. The highest-performing particles are about 100 nanometers long and 25 nanometers wide. The small size is needed to allow lithium ions to move quickly in and out of the particles during charging and discharging of the battery such as Toshiba PA3107U-1BRS Battery, Toshiba PA3285U-1BRS Battery, Toshiba PA3191U-1BRS Battery, Toshiba PA3591U-1BRS Battery, Toshiba Satellite A10 Battery, Toshiba Satellite A100 Battery, Toshiba Satellite A70 Battery, Toshiba Satellite A75 Battery, Toshiba Tecra 9100 Battery, Toshiba Satellite 1900 Battery, Toshiba Satellite 2100 Battery.

To improve the performance of these materials, Manthiram coated the particles with an electrically conductive polymer, which was itself treated with small amounts of a type of sulfonic acid. The coated nanoparticles were then incorporated into a small battery cell for testing. At slow rates of discharge, the materials showed an impressive capacity: at 166 milliamp hours per gram, the materials came close to the theoretical capacity of lithium iron phosphate, which is 170 milliamp hours per gram. This capacity dropped off quickly at higher discharge rates in initial tests. But Manthiram says that the new versions of the material have shown better performance.

It's still too early to say how much the new approach will reduce costs in the manufacturing of lithium iron phosphate batteries. The method's low temperatures can reduce energy demands, and the fact that it is fast can lead to higher production from the same amount of equipment--both of which can make manufacturing more economical. But the cost of the conductive polymer and manufacturing equipment also needs to be figured in, and the process must be demonstrated at large scales. The process will also need to compete with other promising experimental manufacturing methods, says Stanley Whittingham, a professor of chemistry, materials science, and engineering at the State University of New York, at Binghamton.

Manthiram has recently published advances for two other types of lithium-ion battery materials and is working with ActaCell, a startup based in Austin, TX, to commercialize the technology developed in his lab. The company, which last week announced that it has raised $5.58 million in venture funding, has already licensed some of Manthiram's technology, but it will not say which technology until next year.

High-Energy Batteries

High-Energy Batteries

A Swiss company says it has developed rechargeable zinc-air batteries that can store three times the energy of lithium ion batteries, by volume, while costing only half as much. ReVolt, of Staefa, Switzerland, plans to sell small "button cell" batteries for hearing aids starting next year and to incorporate its technology into ever larger batteries, introducing cell-phone and electric bicycle batteries in the next few years. It is also starting to develop large-format batteries for electric vehicles.

The battery design is based on technology developed at SINTEF, a research institute in Trondheim, Norway. ReVolt was founded to bring it to market and so far has raised 24 million euros in investment. James McDougall, the company's CEO, says that the technology overcomes the main problem with zinc-air rechargeable batteries--that they typically stop working after relatively few charges. If the technology can be scaled up, zinc-air batteries could make electric vehicles more practical by lowering their costs and increasing their range.

Unlike conventional Sony laptop battery such as Sony PCGA-BP1N battery, Sony PCGA-BP2NX battery, Sony PCGA-BP2NY battery, Sony PCGA-BP2R battery, Sony PCGA-BP2S battery, Sony PCGA-BP2T battery, Sony PCGA-BP2V battery, Sony PCGA-BP4V battery, Sony PCGA-BP71 battery, Sony VGP-BPL2 battery, Sony VGP-BPS2 battery, Sony VGP-BPS3 battery and Sony VGP-BPS5 battery, , which contain all the reactants needed to generate electricity, zinc-air batteries rely on oxygen from the atmosphere to generate current. In the late 1980s they were considered one of the most promising battery technologies because of their high theoretical energy-storage capacity, says Gary Henriksen, manager of the electrochemical energy storage department at Argonne National Laboratory in Illinois. The battery chemistry is also relatively safe because it doesn't require volatile materials, so zinc-air batteries are not prone to catching fire like lithium-ion batteries.

Because of these advantages, nonrechargeable zinc-air batteries have long been on the market. But making them rechargeable has been a challenge. Inside the battery, a porous "air" electrode draws in oxygen and, with the help of catalysts at the interface between the air and a water-based electrolyte, reduces it to form hydroxyl ions. These travel through an electrolyte to the zinc electrode, where the zinc is oxidized--a reaction that releases electrons to generate a current. For recharging, the process is reversed: zinc oxide is converted back to zinc and oxygen is released at the air electrode. But after repeated charge and discharge cycles, the air electrode can become deactivated, slowing or stopping the oxygen reactions. This can be due, for example, to the liquid electrolyte being gradually pulled too far into the pores, Henriksen says. The battery can also fail if it dries out or if zinc builds up unevenly, forming branch-like structures that create a short circuit between the electrodes.

ReVolt says it has developed methods for controlling the shape of the zinc electrode (by using certain gelling and binding agents) and for managing the humidity within the cell. It has also tested a new air electrode that has a combination of carefully dispersed catalysts for improving the reduction of oxygen from the air during discharge and for boosting the production of oxygen during charging. Prototypes have operated well for over one hundred cycles, and the company's first products are expected to be useful for a couple of hundred cycles. McDougall hopes to increase this to between 300 and 500 cycles, which will make them useful for mobile phones and electric bicycles.

For electric vehicles, ReVolt is developing a novel battery structure that resembles that of a fuel cell. Its first batteries use two flat electrodes, which are comparable in size. In the new batteries, one electrode will be a liquid--a zinc slurry. The air electrodes will be in the form of tubes. To generate electricity, the zinc slurry, which is stored in one compartment in the battery, is pumped through the tubes where it's oxidized, forming zinc oxide and releasing electrons. The zinc oxide then accumulates in another compartment in the battery. During recharging, the zinc oxide flows back through the air electrode, where it releases the oxygen, forming zinc again.

In the company's planned vehicle battery, the amount of zinc slurry can be much greater than the amount of material in the air electrode, increasing energy density. Indeed, the system would be like a fuel-cell system or a conventional engine, in that the zinc slurry would essentially act as a fuel--pumping through the air electrode like the hydrogen in a fuel cell or the gasoline in a combustion engine. McDougall says the batteries could also last longer--from 2,000 to 10,000 cycles. And, if one part fails--such as the air electrode--it could be replaced, eliminating the need to buy a whole new battery.

As with fuel cells, this system may need to be paired with another type of battery for bursts of acceleration or to capture energy from processes such as braking. Also, Henriksen notes that other experimental zinc-air batteries have already achieved 200 cycles.

Commercial success of the more conventional flat design could depend on other factors, such as whether the new batteries deliver energy at higher rates than other experimental zinc-air batteries, as the company claims, and whether the goals for higher cycle numbers can be met. The new tube-based design is still years away from production.

New Charging Method of Battery

One of the biggest problems with batteries is the time it takes to recharge them. Run out of juice and it'll be several hours before you're mobile again, a particular showstopper for electric vehicles.

Today, Ibrahim Abou Hamad at Mississippi State University and few buddies reveal an entirely new technique for charging lithium ion batteries that could lead to exponential improvements in charging time.

The business end of a lithium battery such as Hp Pavilion ZT1100 battery, Hp Omnibook XT1000 battery, Hp Omnibook XT1500 battery, Hp Omnibook XE battery, Hp Omnibook XE3 battery, Hp Pavilion DV1000 battery, Hp Pavilion DV4000 battery, Hp Pavilion dv2000 battery, Hp pavilion dv6000 battery, Hp Pavilion dv8000 battery, Hp Pavilion dv9000 battery, the anode, consists of a graphite electrode, in other words a stack of graphene sheets, bathed in an electrolyte of ethylene carbonate and propylene carbonate molecules through which lithium and hexafluorophosphate ions diffuse. During charging, an electric field pushes the lithium ions towards and into the graphene sheets, where they have to cross a potential barrier to become embedded and stored, a process called intercalation.

The Mississippi team have studied the movement of these ions and molecules by creating a computer model of the forces acting on them. Their model consists of 160 carbon atoms arranged in 4 graphene sheets, 69 propylene carbonate and 87 ethylene carbonate molecules forming a liquid electrolyte and finally, two hexafluorophosphate ions and10 lithium ions. They then apply an electric field across this system and watch what happens.

It turns out that while the electric field pushes the lithium ions towards the graphene, the rate limiting step is the process of intercalation--the rate at which the lithium ions can cross the potential barrier into the graphene .

What Hamad and co have found is a relatively simple way to overcome this barrier. The trick is to superimpose an oscillating electric field onto the charging field. This has the effect of helping the lithium ions to hop over the barrier.

But get this: the team says there is an exponential relationship between the intercalation time and the oscillating field amplitude. So a small increase in amplitude of the field leads to a massive speed up of the process of intercalation.

"These simulations suggest a new charging method that has the potential to deliver much shorter charging times, as well as the possibility of providing higher power densities," they say.

That's a neat piece of work which should be relatively straightforward to test in a real battery.

That doesn't mean that we'll see a ten minute charging time for electric vehicles any time soon.

Battery performance is a complicated balance between huge numbers of competing factors. If this oscillating field does improve charging time in real batteries, manufacturers will then have to check its effect on other performance metrics such as the number of these charging cycles a battery can withstand and how long it holds its charge, to name just two.

Nevertheless, these Mississippi guys have come up with an interesting new approach that will have more than peaked the interest of battery makers around the globe.

Battery testing

Battery testing

In recent years, the global battery recall popular concern, and it causes the international market for the battery increased importance of security. With the market authorities on national control of cell products to increase, manufacturers of household batteries are facing the challenge of improving the quality of the product.

2010 The 9th China International Battery Seminar / Exhibition (CIBF) in June 24-26 in Shenzhen Convention and Exhibition Centre. The exhibition is organized by the chemical and physical strength, the battery industry, international regular, is also the battery industry in China, the registration of the mark by the first Conference and international exposure from 50 countries and regions, nearly one thousand guests came to see. Exhibition, the global authority of the certifying body TÜV SÜD test its 144 years of professional services to bring Chinese battery makers to help them improve product quality to ensure exportation of their products sweetness. TÜV SÜD is where the booth: 1E161-162.

Battery safety related to people's everyday lives in real security if the public about the safety of the batteries were asked about the effects not only the battery industry battery industry, the industry would be around affected. To reduce the risk of battery products, build the security fence. International buyers battery current international markets, the main concern is the battery of safety standards, especially European standards IEC/EN62133, IEC/EN61982, etc., followed by the performance IEC/EN61951-1/2 standard IEC/EN61960, transportation safety standards according to the battery Directive 2006/66/EC IEC/EN62281 and chemical analysis is often on the procurement needs of buyers batteries.

TÜV SÜD join the CA, create shareholder value "from the service commitment to provide complete battery test and certification services (as CBscheme, TÜVSÜDBauartMark CTIA and certification) to ensure quality battery can meet international standards. to test the Group's products include portable rechargeable batteries, laptop battery such as dell Inspiron E1705 battery, dell Inspiron 6000 battery, Dell Precision M40 battery, Dell Precision M50 battery, dell 6T473 battery, dell Latitude D820 battery, dell Latitude D830 battery, dell MM165 battery, Dell Precision M60 battery, dell Inspiron 6400 battery, dell Inspiron E1505 battery and dell Inspiron 1501 battery. Battery testing services are environmental testing (simulated altitude test the temperature cycle, thermal abuse test), mechanical testing (vibration, mechanical shock, free fall, extrusion), the test Electric (battery capacity, over discharge, overload, short circuit testing, mandatory discharge), EMC testing. Battery-Zhi Zao providers, Qi Ye and international buyers Jiejue partner certification cooperation problem, TÜV Nande groups itself through Ti Gong Ji Shu and localized professional services to assist manufacturers of batteries and Chinese companies Jinru market structures The International A Kuaisuyouxiao deck.

As a leader in the industry, TÜV SÜD also the first performance test of the battery pack with CB qualified laboratory, the first laboratory internal audit of secondary batteries trained security card, and also the country of his choice with CTIA (IEEE1725 certification body). BC as a laboratory battery, TÜV SÜD experts team can provide companies export battery CB report and location-based certificates, flexible and efficient one-stop border certification services for clients within easy access pass to enter multi-country market. Programs battery manufacturers to export widely distributed across the European Union, the United States CTIA, Russia GOST, KC South Korea, Japan, PSE, TISI Thailand and many other national certifications to maximize the test to avoid duplication, saving time and cost of certification tests, and explore future market lay a solid foundation.

TÜV SÜD Group, said: "The director in 2010, the 9th China International Battery Seminar / Exhibition, hoping to help manufacturers of household batteries for more information on safety tests of the battery and certification information to provide more security and better battery protection, so users can feel more comfortable using batteries. In the meantime, we are committed to helping Canadian manufacturers for international buyers' greater recognition to a wider international market

Rbat (DOD, T) table in the discharging process is continually updated. Computers used to calculate the table in the load current and temperature conditions, when the voltage at the end of his mandate. The overall impedance of the battery with the battery charge and discharge cycles of aging and the increase. Impedance obtained by the formula

With feedback impedance of the battery, use read-only instructions of the program include memory (inthefirmware) algorithm simulation to determine the voltage remaining capacity (MR). simulation algorithm first calculates the present value SOCstart, then calculated the same load current, and value of SOC decrease in future as the battery voltage. Simulation of the battery voltage when VBAT (SOCI, T) of the voltage at the battery terminals (3.OV typical value), the acquisition and the voltage corresponding to values of SOC and scored Socfinal.