The Automobile Storage Battery Part 37

The Prest-O-Lite Co. makes two lines of Radio "A" Batteries. First, an inexpensive battery, Fig. 174, and a deluxe battery, Fig. 175, which has a better finish and appearance. Both types have a mahogany finished case with rubber feet to prevent damaging furniture. A bail handle simplifies the carrying of the battery. Capacities range from 47 ampere-hours to 127 ampere-hours at a one ampere discharge rate.

[Fig. 174 & 175 Presto-O-Lite Radio "A" battery]

Table of Prest-O-Lite Radio Batteries - Hours Discharge at Rate of: Type 1 Amp. 2 Amps. 3 Amps. 5 Amps. 10 Amps.

------- ------ ------- ------- ------- -------- 67 WHNR 47.5 21.7 13.6 7.5 3.0 69 WHNR 66 30 18.9 10.5 4.5 611 WHNR 82.8 38.5 24.3 13.5 6.0 67 KPNR 95 44.2 27.8 15.0 6.5 69 KPNR 127 61.5 38.5 21.5 9.5

UNIVERSAL RADIO BATTERIES

[Fig. 176 Universal Type WR, Radio "A" battery]

The Universal Battery Co. manufacture three types of Radio "A" storage batteries. Type WR, Fig. 176, has three sealed hard rubber jars a.s.sembled in a hardwood case which is stained and finished in mahogany. The separators are made of Port Orford cedar and are 1/8 inch thick, about twice the thickness of the separator used in starting and lighting batteries. The plates also are much thicker than the standard starting and lighting battery plate. The type WR battery comes in three sizes. Types WR-5, WR-7, and WR-9, having capacities of 60, 85, and 105 ampere hours, respectively, at a 3 ampere rate.

The Universal type RR radio "A" battery, Fig. 177, is a.s.sembled in a hard rubber combination case, which is a solid piece of rubber divided into three compartments. This gives a compact, acid proof case. This battery also comes in three sizes, types RR-5, RR-7, and RR-9, having capacities of 60, 85 and 105 ampere hours, respectively, at a three ampere discharge rate.

[Fig. 177 Universal Type RR, Radio "A" battery]

[Fig. 178 Universal Type GR, Radio "A" battery]

The Universal type GR radio "A" battery, Fig. 178, is a.s.sembled in three sealed gla.s.s jars which are placed in a mahogany finished wooden crate. This construction makes the cell interiors visible, enabling the owner to detect troubles and to watch the action of the cells on charge and discharge. The GR battery comes in two sizes, GR-5 and GR-Jr., having respective capacities of 60 and 16 ampere hours at a 3 ampere discharge rate.

"DRY" STORAGE BATTERIES

During the past year or two, so-called "dry" starting and lighting storage batteries have appeared on the market. This cla.s.s includes batteries having "dry," "semi-dry," and "jelly" electrolytes. The claims made for these batteries are that there is nothing to evaporate and that the periodical addition of water is therefore unnecessary, that spilling and slopping of electrolyte is impossible, and that injurious sulphation does not take place.

The "dry" storage battery is not a new idea, for as much as thirty-five years ago, the Oerlikon Company of Switzerland manufactured "dry" electrolyte storage batteries in commercial quant.i.ties. These batteries were for a long time a distinct success for work requiring only low rates of discharge. For high rates of discharge the lack of diffusion, due to the absence of a liquid electrolyte, reduces the capacity. The lack of diffusion will cause a rapid drop in voltage when cranking the engine! and a slow recovery after the engine begins to run under its own power.

The manufacturers of the "dry" storage batteries, of course, claim that their batteries are more efficient and satisfactory than the standard "wet" battery, but it has been impossible to get sufficient data from the manufacturers to go into detail on the subject.

Several of the largest of "wet" battery manufacturers formerly made "dry" storage batteries for lighting and ignition service, but when starting motors came into use, discarded the "dry" batteries in favor of the present "wet" storage batteries.

DISCHARGE TESTS

Discharge tests may be divided into four general cla.s.ses:

(a) Brief High Rate Discharge Tests to determine condition of battery.

These tests are made for 15 seconds at a high rate.

(b) Lighting Ability Discharge Tests.

(c) Starting Ability Discharge Tests.

(d) "Cycling" Discharge Tests.

The 15 Seconds High Rate Discharge Test

The 1.5 seconds high rate discharge test is a valuable aid in determining the condition of a battery, particularly where the hydrometer readings give false indications, such as is the case when electrolyte or acid is added to a cell instead of water to replace evaporation. Only two or three percent of the battery capacity is consumed by the test, and it is not usually necessary to recharge the battery after making the test. The test must be made in conjunction with hydrometer readings, as otherwise it might give false indications itself. Both incoming and outgoing batteries may be tested, and the method of testing depends upon whether the battery is coming in for repairs, or is going out after having been charged, repaired, or worked on in any way. In either case, the test consists of discharging the battery at a high rate for a short time, and taking voltage readings and making observations while the battery is discharging.

[Fig. 179 Making a 20 seconds high rate discharge test]

Rates of Discharge. It is not necessary to have any definitely fixed discharge rate. The rate should merely be high enough to reveal any improperly burned joints, short-circuited cells, or cells low in capacity for any reason. The discharge tester is suitable for all batteries used on cars and trucks.

For an Incoming Battery. Take a hydrometer reading of each cell. If the readings are all below 1.200 and are within 50 points of each other, most likely all the battery needs is a bench charge, with a possible adjustment of the gravity of the electrolyte at the end of the charge. The discharge test should in this case be made after the battery has been fully charged.

If the gravity readings are all above 1.200, or if the reading of one cell differs from the others by 50 points or more, make the discharge test, as shown in Fig. 179.

After fifteen seconds, read the voltage of each cell. If the cells are uniformly low in voltage; that is, below 1.5 volts per cell, the battery needs recharging. If the voltage readings of the cells differ by 0.1.0 volt or more and the battery is fairly well charged, there is something wrong in the cell having the low reading, and the battery should be opened and examined. With a discharged battery the difference in cell voltage will be greater, depending on the extent of the discharge, and only experience can guide in drawing correct conclusions. A short-circuited cell will give a very low voltage reading. Remember that the actual voltage reading is not as important in indicating a defective cell as the difference between the voltage readings of the cells. A cell which gives a voltage which is 0.1 volt or more less than the others is generally defective.

For Outgoing New, Charged, or Repaired Batteries. Just before putting the battery into service, make the test as a check on the internal condition of the battery, particularly if the battery has been repaired or has stood for sometime since being charged. (It is a.s.sumed that the battery has been charged and the gravity of the electrolyte properly adjusted when the test is made.)

The battery should not show more than 0.10 volt difference between any two cells at the end of 15 seconds, and no cell should show a voltage less than 1.75 volts, and the voltage should remain fairly constant during the test. If every cell reads below 1.75 volts, the battery has not been completely charged. If one cell is more than 0.10 volt lower than the others, or if its voltage falls off rapidly, that cell still needs repairs, or is insufficiently charged, or else the top connectors are not burned on properly. Top connectors which heat up during the test are not burned on properly.

Lighting Ability Discharge Tests

These are tests continuing for 5 hours to a final voltage of 1.7 per cell. These tests are not of as great an interest as the Starting Ability Tests, description of which follows:

Starting Ability Discharge Tests

The Society of Automotive Engineers recommends two ratings for starting and lighting batteries:

"Batteries for combined lighting and starting service shall have two ratings. The first shall indicate the lighting ability and be the capacity in ampere-hours of the battery when discharged continuously at the 5 hour rate to a final voltage of not less than 1.7 per cell, the temperature of the battery beginning such a discharge being 80 deg. Fahr. The second rating shall indicate the starting ability and shall be the capacity in ampere-hours when the battery is discharged continuously at the 20 minute rate to a final voltage of not less than 1.50 per cell, the temperature of the battery beginning such discharge being 80 deg. Fahr."

The capacity in ampere-hours given by manufacturers is for a continuous discharge for 5 hours. In the battery shop, however, the "starting-ability" discharge test is the test which should be made, though the conditions of the test are changed somewhat. To make this test, the battery should be fully charged. Connect a rheostat to the battery terminals and adjust the rheostat to draw about 100 amperes from an 11 plate battery, 120 amperes from a 13 plate battery, 135 amperes from a 15 plate battery, 155 amperes from a 17 plate battery, 170 amperes from a 19 plate battery and so on. Continue the discharge for 20 minutes, keeping the discharge current constant, and taking voltage readings of each cell at the start, and at the end of 5, 10, 15, and 20 minutes. At the end of 20 minutes, if the battery is in good condition, the voltage of each cell should not be less than 1.5, and the temperature of the electrolyte in any cell should not exceed 95 degrees Fahrenheit, provided that the temperature at the start was about 80 degrees.

The cell voltages should drop slowly during the test. If the voltage begins to drop rapidly during the test, as shown by the current falling off so rapidly that it is difficult to keep it at 100 amperes, measure the cell voltages quickly to see which cells are dropping rapidly. An example of a 100 ampere test on a good rebuilt cell with eleven plates is as follows:

Voltage immediately after start of discharge, 1.88. After 5 minutes, 1.86 volts. After 10 minutes, 1.80 volts. After 15 minutes, 1.72 volts. After 20 minutes, 1.5 volts.

If the voltage of a cell begins to fall off rapidly before the twenty minutes are up, but not before 15 minutes, the cell needs "cycling"

(charging and discharging) to bring it up to capacity.

If the voltage drops rapidly before the end of 15 minutes, the plates are low in capacity, due to age, or some defect. It is not safe to expect very good service from a cell which will not stand up for 20 minutes before de voltage begins to drop rapidly.

If the rapid voltage drop begins very much before 20 minutes, it is very doubtful whether the battery will give good service. Comparisons of the results of tests with the service which the battery gives after installed on the car will soon enable the repairman to tell from the results of the tests just what to expect from any battery.

The "starting-ability" test should be made on all batteries which have been rebuilt whenever there is time to do so and on all batteries about which there is any doubt as to what service they will give.

After the test, the batteries should be put on the line again and charged before sending them out.