About the Starter Battery Lithium Battery Management Board

[daisizhou]

Traditional starting batteries use lead-acid batteries, usually with a voltage of 12-14 volts.

I see many people using lithium batteries as starting power sources to replace lead-acid batteries.But their production is not standardized, and some people even directly use lithium iron phosphate batteries.But most people use ternary lithium batteries and add a cheap control board for battery management.
All of the above solutions ignore a serious problem,That is, when the lithium battery is fully charged, the management board chooses to disconnect the lithium battery,At this time, the voltage will be too high, thus burning out the electrical appliances in the car.

I would like to know if there is a professional lithium battery solution specifically for starting lithium batteries?

[Vovk_Z]

BMS doesn't switch off a battery when it is fully charged. It does it when it is close to overcharge.
The larger problem for Lifepo4 battery is that it can't work in low temperatures (0 C and lower) so it must be temperature conrolled and heated.

[Siwastaja]

The larger problem for Lifepo4 battery is that it can't work in low temperatures (0 C and lower) so it must be temperature conrolled and heated.

Well, at least won't work with the stock alternator.

Really the problem with retrofit LFP starter battery is that the car already has a charger circuitry (inside the alternator) which is designed for lead acid. So it will use lead acid temperature-voltage compensation curve, outputting higher voltage in cold temperatures, leading to overcharge. (There is this misconception that alternator outputs 13.8V or 14.4V or any other magical made-up number with three decimal places to sound convincing. In reality, alternators measure ambient temperature and output anything from 13.5V to 16V or so. And 16V is 4V per cell for 4s LFP battery, a serious overcharge!)

Instead, you would want to have reduced charging current at low temperatures, that way there would be no need to heat the battery; li-ion cells can be charged below 0degC, just with reduced current.

Technically, decent li-ion charging logic would be pretty easy to do, but the issue is that the existing control logic is inside the alternator and thus very difficult to replace. A separate DC/DC conversion module would be added but that would be ridiculously expensive and large piece of power electronics. All that is really needed is access to the alternator's field winding (and BMS to control that to limit charging current), but unfortunately that does not exist since alternators are completely integrated devices.

I don't think this problem is worth overthinking. The best course of action is keep using lead acid batteries for cars designed for lead acid batteries. Proper replacement is a huge engineering task and gains very little.