Lithium-ion traction batteries

Both technologies have proven themselves in practice and are preferable depending on the specific use case. Only through a thorough analysis of the usage profile can a reliable statement be made about the optimal energy solution. This includes factors such as operational procedures, shift models, intermediate charging options, grid connection capacities, and local conditions. There is no blanket answer as to which technology is better.

Lead-acid batteries are generally preferred for applications with low operating hours because they are available at lower acquisition costs. However, these batteries require more maintenance compared to lithium-ion batteries, and preparations such as setting up special charging rooms need to be made in the building. Acquiring a lithium-ion battery involves higher initial investment costs, and the suitability of the existing electrical wiring needs to be checked before commissioning. However, for applications with a high number of operating hours, the costs are typically recouped within a few years compared to the use of lead-acid batteries. Additionally, lithium-ion batteries are more durable, nearly maintenance-free, and can be easily integrated into existing logistical processes. They provide faster and more flexible charging options, resulting in increased usability of the vehicle.

In general, it is technically feasible to convert from a lead-acid battery to a lithium-ion battery. However, the voltage behavior differs between these two battery technologies. Therefore, either the lithium battery needs to be fully integrated into the vehicle’s CAN bus system or a charge indicator must be attached to the lithium-ion battery to accurately display its actual state of charge. If communication between the lithium-ion battery and the vehicle via the CAN bus is not possible, additional organizational measures must be taken to ensure safe operation. For example, the battery can be equipped with a horn that emits an audible warning signal when the battery reaches a critical state of charge, alerting the driver before the battery shuts off.

The ALLithium® battery has gained popularity as a power source for autonomous transport systems due to its high energy density, lightweight design, and fast charging capability. It is also used in cleaning and sweeping machines and can be directly replaced with a lead-acid battery in material handling equipment. Thanks to the modularity of the ALLithium® battery, integrating it into existing systems is a breeze. The shape and size of the battery can be customized to individual needs.

A lithium-ion battery is always more durable than a comparable lead-acid battery. Additionally, while lead-acid batteries often suffer product damage due to lack of maintenance or improper charging, the ALLithium® battery requires minimal maintenance and can be charged quickly and flexibly at any time.

The exact lifespan of a lithium-ion battery depends on how heavily it is stressed by rapid consecutive charge and discharge cycles during operation. This phenomenon, known as cyclic aging, has a greater impact on the battery’s condition throughout its lifespan compared to calendar aging.

The ALLithium® battery follows a modular concept. This means that the cells, as the smallest unit of the battery, always form a composite of multiple cells in a protected casing, known as a module. This module is controlled by a central management unit called the Battery Management System (BMS). Factors such as voltage, current, temperature, state of charge, and short circuits are continuously monitored at the battery, module, and cell levels.

Through this monitoring and control, it is ensured that the battery performance always stays within a predetermined range, and the battery is shut down if it exceeds this range. Additionally, the modules used in the ALLithium® battery are tested according to criteria described in the United Nations transportation regulations (UN38.3). Passing these tests requires that potentially hazardous situations in battery behavior are eliminated through multi-layered, sometimes redundant safety systems.

If a lithium-ion battery has become too weak for use in a power drive after many years of operation, it usually still suits a secondary application, such as stationary operation. This concept is referred to as “second life” and is increasingly being implemented in practice. In cases where a battery is irreparably damaged due to a defect and its cells or modules are no longer usable, the battery is dismantled into its components, which are individually processed through the recycling system.