Difference between revisions of "White whine"
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http://en.wikipedia.org/wiki/Nickel%E2%80%93cadmium_battery#Vented_cell_batteries | http://en.wikipedia.org/wiki/Nickel%E2%80%93cadmium_battery#Vented_cell_batteries | ||
datasheets for similar (100, 140 and 180 amp/hour versions) batteries to the STM 5-200: | |||
[[File:Stmuk.pdf|thumb|saft battery maintenance manual for STM 5-100 and STM 5-140 flooded nickel batteries]] | [[File:Stmuk.pdf|thumb|saft battery maintenance manual for STM 5-100 and STM 5-140 flooded nickel batteries]] | ||
[[File:STM5-180tech.pdf|thumb|saft battery maintenance manual for STM 5-180 flooded nickel batteries]] | [[File:STM5-180tech.pdf|thumb|saft battery maintenance manual for STM 5-180 flooded nickel batteries]] | ||
forum | forum posts (good stuff copied below): | ||
http://www.evdl.org/archive/index.html#nabble-td420847 | http://www.evdl.org/archive/index.html#nabble-td420847 | ||
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I've heard that flooded Ni-Cads can be killed by the accidental addition of | I've heard that flooded Ni-Cads can be killed by the accidental addition of | ||
even a miniscule amount of acid. On the other hand, the nickel-iron cells | even a miniscule amount of acid. On the other hand, the nickel-iron cells | ||
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anyone on the list has any experience with nickel-iron cells being sensitive | anyone on the list has any experience with nickel-iron cells being sensitive | ||
to contamination from acid. | to contamination from acid. | ||
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I have an electric G-van (converted GM van) and it has a 216v string of 34 | I have an electric G-van (converted GM van) and it has a 216v string of 34 | ||
air-cooled STM-5-200's. I can't find any data on these on Saft's site, but | air-cooled STM-5-200's. I can't find any data on these on Saft's site, but | ||
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I'd love to hear more about your MRE-180 watering procedure if you care to | I'd love to hear more about your MRE-180 watering procedure if you care to | ||
share, as it's probably pretty close to what these need! | share, as it's probably pretty close to what these need! | ||
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http://www.osti.gov/scitech/biblio/6146954-dTx5Rd/ | |||
- | ---------------------------------------- | ||
= standard charge connector | |||
http://www. | definition (without physical dimensions for some reason): | ||
http://en.wikipedia.org/wiki/SAE_J1772 | |||
best price: | |||
www dot aliexpress dot com/item/16A-32A-50-70A-SAE-J1772-EV-socket/2055615461.html | |||
https://www.jpson.com/product/j1772-socket-inlet-32a-for-electric-vehicle-ev-charging_p1034.html | |||
make your own: | |||
http://img.directindustry.com/pdf/repository_di/12371/connector-solutions-ev-hev-applications-206239_10b.jpg | |||
http://standards.sae.org/j1772_201210/ behind a fucking paywall | |||
Latest revision as of 15:43, 4 December 2014
batteries
quantity 34 Saft "STM 5-200" flooded nickel iron batteries with proprietary formula
http://en.wikipedia.org/wiki/Nickel%E2%80%93cadmium_battery#Vented_cell_batteries
datasheets for similar (100, 140 and 180 amp/hour versions) batteries to the STM 5-200: File:Stmuk.pdf File:STM5-180tech.pdf
forum posts (good stuff copied below): http://www.evdl.org/archive/index.html#nabble-td420847
I've heard that flooded Ni-Cads can be killed by the accidental addition of even a miniscule amount of acid. On the other hand, the nickel-iron cells have a reputation of being nearly indestructable. I'd be curious to know if anyone on the list has any experience with nickel-iron cells being sensitive to contamination from acid.
I have an electric G-van (converted GM van) and it has a 216v string of 34 air-cooled STM-5-200's. I can't find any data on these on Saft's site, but they seem similar to the 180's. They also have a large "PSA" molded into the plastic tops across from "SAFT". I assume they were made for PSA (Peugeot/Citroen). The "STM-5-200" is stamped into the top of the case permanently on each battery. There is no discernable date code I can see, but they look to be about as old as the van (1990).
Here is a crappy cell-phone pic: http://ingineerix.com/pic/?stm-5-200
Everything seems ok with this pack, and I've done 20 miles so far without them seeming to be near end of charge. I'll keep increasing my mileage over time to ascertain what my real range is.
The charger that came with the van is an enormous LaMarche 60a charger, which is microcontroller-based and seems to have been programmed for "Saft NiCd profile" according to what is labeled on the charger.
The pack is equipped with a watering system that consists of 3 water "loops", one loop with 12 batteries, and 2 loops with 11 in it. The 3 loops end in some sort of catalyst block filters that I assume are responsible for neutralizing the electrolyte should it vent too much. The beginning of the loops have fill ports with an auto-sealing valve system.
The electrolyte level seems "normal" (up to the bottom of the caps, and the first time I did a "maintenance" charge, a little water appeared out of each of the catalyst filters.
I'd love to hear more about your MRE-180 watering procedure if you care to share, as it's probably pretty close to what these need!
http://www.osti.gov/scitech/biblio/6146954-dTx5Rd/
= standard charge connector
definition (without physical dimensions for some reason): http://en.wikipedia.org/wiki/SAE_J1772
best price: www dot aliexpress dot com/item/16A-32A-50-70A-SAE-J1772-EV-socket/2055615461.html https://www.jpson.com/product/j1772-socket-inlet-32a-for-electric-vehicle-ev-charging_p1034.html
make your own:
http://standards.sae.org/j1772_201210/ behind a fucking paywall