Battle Born Explains How Its Battery Thermal Safety Works

Autopsy of Battle Born LFP battery with the 'thermal safety' on the bus bar. (Credit: Will Prowse)
Autopsy of Battle Born LFP battery with the ‘thermal safety’ on the bus bar. (Credit: Will Prowse)

After users of Battle Born LFP batteries encountered issues such as a heavily discolored positive terminal and other signs of overheating, multiple autopsies showed that the cause appeared to be the insertion of a thermoplastic between the bus bar and the terminal. Over time thermal creep loosened the connections, causing poor contact and melting plastic enclosures. According to Battle Born, this is actually part of an ingenious thermal safety design, and in a recently published article they explain how it works.

The basic theory appears to be that if there’s a thermal event, the ABS thermoplastic will soften and reduce the pressure on the bolted-together copper bus bar and brass terminal. This then allows for an aluminium-oxide layer to form on the aluminium connecting bolt courtesy of the dissimilar copper/aluminium interface. Aluminium-oxide is non-conductive and thus interrupts the flow of current.

Of course, there are countless issues with that theory, least of all the many reports of in-field failures. We recently covered [Will Prowse] studying the death of one of these 100 Ah LFP batteries from brand-new to failure under controlled circumstances. This clearly shows the thermal creep loosening up the connection and causing poor contact between the bus bar, the bolt and the terminal, with poor contact and thermal issues resulting.

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Post-Failure Autopsy And Analysis Of An LFP Battery

Recently [Kerry Wong] had one of his Cyclenbatt LiFePO4 batteries die after only a few dozen cycles, with a normal voltage still present on the terminals. One of the symptoms was that as soon as you try to charge it, the voltage goes up very rapidly to above 14 V due to what appears to be high internal resistance, and vice versa for discharging. In addition, the Bluetooth feature of the BMS appeared to have died as well, making non-invasive diagnostics somewhat tricky.

Close-up of the BMS. (Credit: Kerry Wong, YouTube)
Close-up of the BMS. (Credit: Kerry Wong, YouTube)

After gently cutting open the plastic case, [Kerry] was greeted by the happily blinking blue LED of the Bluetooth module and deepening the mystery. Overall the build quality looks to be pretty good, with no loose cables as seen with certain other LFP batteries.

Cell voltages measured normal, with no significant imbalance. Next was measuring the internal resistance, which showed a clear issue. One of the cells was reading over 3 Ohms, whereas the others were in the milli-Ohm range. This would definitely explain the issues with charging and discharging, with a single bad cell causing most of the issues.

Of course, why the Bluetooth feature failed remains a mystery, and there’s still a lingering question on whether the BMS practiced proper balancing between the cells, as this can also cause issues over time.

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Studying A Battle Born LFP Battery’s Death Under Controlled Conditions

The test setup for the Battle Born LFP cycling. (Credit: Will Prowse, YouTube)
The test setup for the Battle Born LFP cycling. (Credit: Will Prowse, YouTube)

There has been quite a bit of news recently about theĀ  Battle Born LiFePO4 (LFP) batteries and how they are dying in droves if not outright melting their plastic enclosures. Although the subsequent autopsies show molten plastic spacers on the bus bars and discolored metal in addition to very loose wiring, it can be educational to see exactly what is happening during repeated charge-discharge cycles at a fraction of the battery’s rated current. Thus [Will Prowse] recently sacrificed another Battle Born 75 Ah LFP battery to the Engineering QA Gods.

This time around the battery was hooked up to test equipment to fully graph out the charging and discharging voltage and current as it was put through its paces. To keep the battery as happy as possible it was charged and discharged at a mere 49A, well below its rated 100A.

Despite this, even after a mere 14 cycles the battery’s BMS would repeatedly disconnect the battery, as recorded by the instruments. Clearly something wasn’t happy inside the battery at this point, but the decision was made to push it a little bit harder while still staying well below the rated current.

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Lead Acid Battery Upgraded To Lithium Iron Phosphate

Lithium batteries have taken over as the primary battery chemistry from applications ranging from consumer electronics to electric vehicles and all kinds of other things in between. But the standard lithium ion battery has a few downsides, namely issues operating at temperature extremes. Lead acid solves some of these problems but has much lower energy density, and if you want to split the difference with your own battery you’ll need to build your own lithium iron phosphate (LiFePO4) pack.

[Well Done Tips] is building this specific type of battery because the lead acid battery in his electric ATV is on the decline. He’s using cylindrical cells that resemble an 18650 battery but are much larger. Beyond the size, though, many of the design principles from building 18650 battery packs are similar, with the exception that these have screw terminals so that bus bars can be easily attached and don’t require spot welding.

With the pack assembled using 3D printed parts, a battery management system is installed with the balance wires cleverly routed through the prints and attached to the bus bars. The only problem [Well Done Tips] had was not realizing that LiFePO4 batteries’ voltages settle a bit after being fully charged, which meant that he didn’t properly calculate the final voltage of his pack and had to add a cell, bringing his original 15S1P battery up to 16S1P and the correct 54V at full charge.

LiFePO4 has a few other upsides compared to lithium ion as well, including that it delivers almost full power until it’s at about 20% charge. It’s not quite as energy dense but compared to the lead-acid battery he was using is a huge improvement, and is one of the reasons we’ve seen them taking over various other EV conversions as well.

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Battle Born LFP Battery Melts With New Problem

Following up on user-reported cases of Battle Born LiFePO4 batteries displaying very hot positive terminals, [Will Prowse] decided to buy a brand new one of these LFP batteries for some controlled cycle testing.

Starting with 30 cycles with a charging current of 49 A and a discharge current of 99 A, this put it well within the 100 A continuous rating for the battery. There is also a surge current rating of 200 A for thirty seconds, but that was not tested here.

What’s interesting about the results here is that instead of the positive terminal getting visibly discolored as with the previous cases that we reported on, [Will] saw severe thermal effects on the side of the negative terminal to the point where the plastic enclosure was deforming due to severe internal heating.

During testing, the first two charge-discharge cycles showed full capacity, but after that the measured capacity became extremely erratic until the battery kept disconnecting randomly. After letting the battery cool down and trying again with 80 A discharge current the negative terminal side of the enclosure began to melt, which was a good hint to stop testing. After this the battery also couldn’t be charged any more by [Will]’s equipment, probably due to the sketchy contact inside the battery.

It’s clear that the plastic spacer inside the terminal bus bar was once again the primary cause, starting a cascade which resulted in not only the enclosure beginning to char and melt, but with heat damage visible throughout the battery. Considering that the battery was used as specified, without pushing its limits, it seems clear that nobody should be using these batteries for anything until Battle Born fixes what appears to be the sketchiest terminal and bus bar design ever seen in a high-current battery.

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Born To Burn: The Battle Born LFP Battery

Would you feel confident in buying US-made LiFePO4 (LFP) batteries? While the answer here is generally expected to be ‘yes’, especially compared to getting an unbranded LFP battery off eBay from a random seller, the outcome may not be that different. Case in point the 100 Ah, 12 VDC LFP Battle Born battery that [Will Prowse] took a look at to see why its positive terminal gets positively crispy.

Battle Born battery positive terminal. (Credit: Will Prowse, YouTube)
Battle Born battery positive terminal. (Credit: Will Prowse, YouTube)

Once the lid was cut off, it’s easy to see what the problem is: the positive terminal is only loosely attached to the bus bar, leading to extremely poor contact. It also appears that there’s a plastic spacer which has properly melted already in this well-used battery that [Will] obtained from a viewer.

This overheating issue with Battle Born batteries has been reported for years now, which makes it a great idea to take a good look at any Battle Born LFP batteries you may have kicking around, as they may be plagued by the same design flaw. Trying to make use of the manufacturer’s warranty could be complicated based on the commentators in the DIY Solar Forum thread, as Battle Born likes to claim that the overheating issue is an external problem and not a design flaw.

Either way, it looks like an incredibly sketchy way to design a battery terminal on an LFP battery that is supposed to surge 100+A. [Will] is requesting that anyone affected posts details in the forum or similar to get all information together, as he looks to push Battle Born on this issue.

What makes this issue worse is that shortly after releasing that first video, Battle Born responded to some concerned customers with a response that claims that their terminal design is a ‘thermal fail-safe’, but as can be seen in [Will]’s follow-up video, it absolutely doesn’t look like one.

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Ask Hackaday: When Good Lithium Batteries Go Bad

Friends, I’ve gotten myself into a pickle and I need some help.

A few years back, I decided to get into solar power by building a complete PV system inside a mobile trailer. The rationale for this doesn’t matter for the current discussion, but for the curious, I wrote an article outlining the whole design and build process. Briefly, though, the system has two adjustable PV arrays mounted on the roof and side of a small cargo trailer, with an integrated solar inverter-charger and a 10-kWh LiFePO4 battery bank on the inside, along with all the usual switching and circuit protection stuff.

It’s pretty cool, if I do say so myself, and literally every word I’ve written for Hackaday since sometime in 2023 has been on a computer powered by that trailer. I must have built it pretty well, because it’s been largely hands-off since then, requiring very little maintenance. And therein lies the root of my current conundrum.

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