GB2533583A - Inerting arrangement, aircraft comprising the same and a method of providing inert gas - Google Patents

Inerting arrangement, aircraft comprising the same and a method of providing inert gas Download PDF

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Publication number
GB2533583A
GB2533583A GB1422942.1A GB201422942A GB2533583A GB 2533583 A GB2533583 A GB 2533583A GB 201422942 A GB201422942 A GB 201422942A GB 2533583 A GB2533583 A GB 2533583A
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Prior art keywords
fire
battery
inert gas
resistant container
aircraft
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GB1422942.1A
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Smiles Mark
Family Oliver
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Airbus Operations Ltd
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Airbus Operations Ltd
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Publication of GB2533583A publication Critical patent/GB2533583A/en
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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
    • H01M50/20—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders
    • H01M50/249—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders specially adapted for aircraft or vehicles, e.g. cars or trains
    • A—HUMAN NECESSITIES
    • A62—LIFE-SAVING; FIRE-FIGHTING
    • A62C—FIRE-FIGHTING
    • A62C3/00—Fire prevention, containment or extinguishing specially adapted for particular objects or places
    • A62C3/07—Fire prevention, containment or extinguishing specially adapted for particular objects or places in vehicles, e.g. in road vehicles
    • A62C3/08—Fire prevention, containment or extinguishing specially adapted for particular objects or places in vehicles, e.g. in road vehicles in aircraft
    • A—HUMAN NECESSITIES
    • A62—LIFE-SAVING; FIRE-FIGHTING
    • A62C—FIRE-FIGHTING
    • A62C3/00—Fire prevention, containment or extinguishing specially adapted for particular objects or places
    • A62C3/16—Fire prevention, containment or extinguishing specially adapted for particular objects or places in electrical installations, e.g. cableways
    • A—HUMAN NECESSITIES
    • A62—LIFE-SAVING; FIRE-FIGHTING
    • A62C—FIRE-FIGHTING
    • A62C99/00—Subject matter not provided for in other groups of this subclass
    • A62C99/0009—Methods of extinguishing or preventing the spread of fire by cooling down or suffocating the flames
    • A62C99/0018—Methods of extinguishing or preventing the spread of fire by cooling down or suffocating the flames using gases or vapours that do not support combustion, e.g. steam, carbon dioxide
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D41/00—Power installations for auxiliary purposes
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
    • H01M50/20—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders
    • H01M50/218—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders characterised by the material
    • H01M50/22—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders characterised by the material of the casings or racks
    • H01M50/222—Inorganic material
    • H01M50/224—Metals
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
    • H01M50/20—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders
    • H01M50/233—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders characterised by physical properties of casings or racks, e.g. dimensions
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
    • H01M50/20—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders
    • H01M50/233—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders characterised by physical properties of casings or racks, e.g. dimensions
    • H01M50/24—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders characterised by physical properties of casings or racks, e.g. dimensions adapted for protecting batteries from their environment, e.g. from corrosion
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2200/00—Safety devices for primary or secondary batteries
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2220/00—Batteries for particular applications
    • H01M2220/20—Batteries in motive systems, e.g. vehicle, ship, plane
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
    • H01M50/20—Mountings; Secondary casings or frames; Racks, modules or packs; Suspension devices; Shock absorbers; Transport or carrying devices; Holders
    • H01M50/204—Racks, modules or packs for multiple batteries or multiple cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries

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  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Public Health (AREA)
  • Business, Economics & Management (AREA)
  • Emergency Management (AREA)
  • Inorganic Chemistry (AREA)
  • Manufacturing & Machinery (AREA)
  • Battery Mounting, Suspending (AREA)

Abstract

An aircraft battery 2 arranged to provide power to an aircraft electrical system 21, the battery being located in a first fire-resistant container 6 with an inlet 9 for the ingress of inert gas. A fire suppression sub-system 100 is either operable, or will activate in response to a sensor 23 indicative of battery fire or fire risk, in order to provide inert gas to the container. More than one battery/container 3, 7 may be provided, in different parts of the aircraft and powering different systems. A second suppression system 200 may be present, to deliver inert gas to the first or further batteries. The suppression system may deliver oxygen-depleted air or an alkyl halide. The container may include fire-resistant metal. The provision of inert gas to the fire-resistant container may be controlled via a squib valve 17.

Description

INERTING ARRANGEMENT, AIRCRAFT COMPRISING THE SAME AND A
METHOD OF PROVIDING INERT GAS
BACKGROUND OF THE INVENTION
100011 The present invention concerns the provision of inert gas to aircraft batteries. More particularly, but not exclusively, this invention concerns an aircraft battery inerting arrangement and an aircraft comprising an aircraft battery inerting arrangement. The invention further relates to a method of providing inert gas to an aircraft battery.
100021 Aircraft batteries are typically used to provide power to the aircraft when the aircraft is on the ground. They are used to power-up the aircraft, provide electrical power to start the auxiliary power unit, and may be used as an emergency source of power in flight. In many aircraft, nickel-cadmium (NiCad or NiCd) batteries are used, although more recently lithium-ion batteries have been used in some aircraft because they provide more power, and are lighter, than NiCad batteries. It is known to enclose a lithium-ion battery in a fire-resistant casing which, in the highly unlikely event of a fire, inhibits spread of fire, with the casing being vented to the outside of the aircraft so that any combustion products are removed from the aircraft. The present invention seeks to provide an alternative safety arrangement for suppressing battery fires.
SUMMARY OF THE INVENTION
100031 In accordance with a first aspect of the present invention, there is provided an arrangement for providing inert gas to at least one aircraft battery, the arrangement comprising: a first aircraft battery arranged to provide power to an aircraft electrical system, the battery being located in a first fire-resistant container comprising an inlet for the ingress of inert gas; and a first fire suppression sub-system operable to provide inert gas to the first fire-resistant container.
100041 The inerting arrangement of the first aspect of the present invention facilitates the provision of inert, fire-suppressing gas to an aircraft battery. Furthermore, the provision of inert gas to the first fire-resistant container (as opposed to the provision of inert gas to an entire electronics bay) reduces the volume of gas that is required.
[0005] For the avoidance of doubt, the aircraft electrical system to which the first battery is arranged to provide power is not part of the inerting arrangement of the first aspect of the present invention.
100061 The term "inert" is used to define any gas capable of suppressing a fire or preventing a fire from taking place. Examples of such inert gases include oxygen-depleted air (such as that typically used to inert aircraft fuel tanks, typically having an oxygen content of 4-12 vol%) or certain alkyl halides (often known as Halon).
100071 The arrangement may comprise a second aircraft battery arranged to provide power to an aircraft electrical system, the second battery being located within a fire-resistant container comprising an inlet for the ingress of inert gas, a fire suppression subsystem being operable to provide inert gas to said fire-resistant container. For the avoidance of doubt, the aircraft electrical system to which the second battery is arranged to provide power is not part of the inerting arrangement of the first aspect of the present invention.
[0008] The second battery is typically located in a second fire-resistant container comprising an inlet for the ingress of inert gas, the second fire-resistant container being distinct from the first fire-resistant container. The first fire-resistant container and the second fire-resistant container are typically mutually spaced, for example, with the first fire-resistant container being located in a different aircraft compartment to the second fire-resistant container. Alternatively, the first and second fire-resistant containers may be located in the same aircraft compartment, such as an avionics bay. The first fire suppression sub-system may be arranged to provide inert gas to the second battery. The first fire suppression sub-system may comprise an oxygen-depleted air sub-system operable to deliver oxygen-depleted air (sometimes referred to as nitrogen-enhanced air) to the first battery (and second battery, if present). Alternatively, the first fire suppression -3 -sub-system may comprise an alkyl halide fire suppression subsystem operable to deliver alkyl halide to the first battery (and second battery, if present).
100091 Alternatively or additionally, the arrangement may comprise a second fire suppression sub-system operable to deliver an inert gas to one or both of the first and second batteries. The inert gas delivered by the second fire-suppression sub-system may be operable to deliver the same inert gas as the first fire-suppression sub-system, although typically the second fire-suppression sub-system may be operable to deliver a different inert gas than the first fire suppression sub-system. Typically, the first fire suppression sub-system is operable to deliver a first inert gas (such as oxygen depleted air) to the first fire-resistant container and/or the second fire-resistant container, if present, and the second fire suppression sub-system is operable to deliver a second inert gas (such as an alkyl halide) to the first fire-resistant container and/or the second fire-resistant container, if present. Such an arrangement of two fire suppression sub-systems permits one gas to be used to damp down a fire and another gas to be used to inhibit re-starting of the fire.
[0010] "[he first (and second, if present) fire suppression sub-system may comprise more than one source of inert gas. For example, it may be desirable to have a source of inert gas proximate to a fire-resistant container. For example, if the first or second fire suppression sub-system comprises an alkyl halide fire suppression sub-system, the subsystem may comprise a first source of alkyl halide (such as a canister of alkyl halide) in fluid communication with the first fire-resistant container and, if present, a second source of alkyl halide in fluid communication with the second fire-resistant container.
[0011] The first, and second if present, fire suppression sub-system may comprise valves operable to control the provision of inert gas to the first and/or second fire-resistant containers. One of more of the valves may be a squib valve (a valve provided with a small explosive charge, the activation of which causes the valve to open, thereby allowing inert gas to the fire-resistant containers). This may particularly be the case if the first or second fire-suppression sub-system comprises an alkyl halide fire suppression sub-system.
100121 The first fire-resistant container typically comprises a fire-resistant metal, such as steel or titanium.
100131 A conduit is optionally provided for conveying inert gas to the inlet of the respective fire-resistant container.
100141 The first fire-resistant container may be sealed, aside from any inlet(s) for the ingress of inert gas. Therefore, there is no vent from the respective container to the outside of the aircraft.
[0015] The first fire-resistant container optionally comprises walls having a thickness of at least 2.5mm and optionally of at least 3mm.
100161 The comments above in relation to the first fire-resistant container may also apply to a second fire-resistant container, if present.
[0017] The first battery may be a lithium-ion battery. The first battery may comprise a plurality of cells, optionally at least 4 cells, optionally at least 6 cells and optionally at least 8 cells. The first battery may provide a voltage of at least 16y, at least 24V or at least 32V. The voltages referred to are the nominal operating voltages when fully charged. The first battery may be capable of delivering a current of at least 50A, optionally at least 100A and optionally at least 150A. "[he first battery may have a mass of at least 10kg, optionally at least 15kg and optionally at least 20kg. The first battery may be arranged to provide power to an aircraft auxiliary power unit (APU). Alternatively, the first battery may be arranged to provide power to an aircraft electrical system for providing power to the aircraft prior to the start of APU; such batteries are often called the main battery. The first battery may be arranged to provide power to an APU and the second battery may be arranged to provide power to an aircraft electrical system for providing power to the aircraft prior to the start of APU.
[0018] The first battery may comprise a casing in which the battery cells are located. The casing is typically made from thin, sheet metal. The casing, if present, is in addition to the fire-resistant container. The comments above in relation to the first battery may also apply to a second battery, if present.
100191 The inerting arrangement may be configured so that one of the first and second fire suppression sub-systems is operable to provide inert gas to the first (and optionally second, if present) fire-resistant container and the other of the first and second fire suppression sub-systems is operable to subsequently provide inert gas to the first (and optionally second, if present) fire-resistant container. For example, a particular inert gas (such as certain alkyl halides) may be more effective than another inert gas (such as oxygen-depleted air) at suppressing fires, and therefore the inerting arrangement may be operable to provide the more effective fire suppressing gas first (thereby suppressing a fire), and subsequently providing the less effective gas to maintain an inert atmosphere in the respective fire-resistant container.
[0020] The inerting arrangement optionally comprises one or more sensors operable to sense for a condition indicative of a battery fire or of a risk of a battery fire; for example, the inerting arrangement may comprise a sensor located proximate to the first battery. The sensor may, for example, be arranged to sense for the condition within the first fire-resistant container. The inerting arrangement may be operable to supply inert gas (e.g. by operating the first and/or, if present, the second fire-suppression sub-system) to the first fire-resistant container in dependence on the sensed condition. For example, the inerting arrangement may be operable to supply inert gas to the first and/or second, if present, fire-resistant container if the sensed condition is indicative of a battery fire (for example, if the sensor is a smoke sensor and the smoke sensor has sensed smoke, or if the sensor is a temperature sensor and the sensed temperature is high e.g. at least 200°C). Alternatively or additionally, the inerting arrangement may be operable to supply inert gas to the first and/or second, if present, fire-resistant container if the sensed condition is indicative of the danger of a battery fire (for example, if the sensor is a temperature sensor and the sensed temperature is relatively high e.g. at least 50°C). Such a sensed temperature may be indicative of battery thermal runaway which can lead to battery fires.
[0021] If the inerting arrangement is operable to provide first and second inert gases, for example, if the inerting arrangement comprises first and second fire suppression systems operable to deliver mutually different inert gases, the inerting arrangement may be operable to provide the first and second inert gases dependent on the sensed condition. For example, if the sensed condition is indicative of a battery fire, the inerting arrangement may be operable to provide the first and second inert gases sequentially, the better fire suppressant gas being provided first. For example, if the sensed condition is indicative of the risk of a battery fire, the inerting arrangement may be operable to -6 -provide one of the first and second inert gases. This could be the better fire suppressant gas, or the worse fire suppressant gas.
100221 The inerting arrangement may be operable to indicate to a user a condition indicative of a battery fire or a risk of a battery fire.
100231 For the avoidance of doubt, the comments above in relation to the one or more sensors and the first battery may also apply to the second battery, if present. For example, the inerting arrangement may comprise a sensor located proximate to the second battery. The sensor may be arranged to sense for the condition within the second fire-resistant container.
100241 The inerting arrangement may be operable on the intervention of a user input to provide inert gas to the first (and second, if present) fire-resistant containers. For example, the first (and second, if present) fire suppression sub-systems may be operable on the intervention of a user input to provide inert gas to the first (and second, if present) fire-resistant containers.
100251 inerting arrangement may comprise more than two aircraft batteries. For example, the inerting arrangement may comprise a third aircraft battery arranged to provide power to an aircraft electrical system, the third battery being located within a fire-resistant container comprising an inlet for the ingress of inert gas, a fire suppression sub-system being operable to provide inert gas to said fire-resistant container. The third battery is typically arranged to provide power to a different aircraft electrical system that or those powered by the first and second batteries. For example, the third battery may be arranged to provide electrical power to an emergency lighting system. For the avoidance of doubt, the aircraft electrical system to which the third battery is arranged to provide power is not part of the inerting arrangement of the first aspect of the present invention. The third battery may be located in a third fire-resistant container comprising an inlet for the ingress of inert gas, the third fire-resistant container being distinct from the first and second fire-resistant containers. The first fire suppression sub-system may be arranged to provide inert gas to the third battery. If the inerting arrangement comprises first and second fire suppression sub-systems, then the first and second fire suppression subsystems may be operable to deliver inert gas to the third battery. The third battery may, of course, comprise those features described above in relation to the first and second batteries.
100261 Those skilled in the art will realise that the aircraft inerting arrangement may comprise more than three batteries. Such further batteries are typically arranged to provide electrical power to an aircraft electrical system which is not powered by any of the other aircraft batteries. Such further batteries are typically located in their own fire-resistant container, which are typically connected to the first (and second, if present) fire suppression sub-systems in a manner substantially the same as the first fire-resistant container. The further batteries may comprise those features described above in relation to the first and second batteries.
100271 In accordance with a second aspect of the present invention, there is provided an aircraft comprising an inerting arrangement in accordance with the first aspect of the present invention, and a first aircraft electrical system, the first battery being arranged to provide power to the first aircraft electrical system. The inciting arrangement optionally comprises first and second batteries, each optionally located within a fire-resistant container, and each optionally located in a different part of the aircraft. The second aircraft battery is configured to provide power to an aircraft electrical system; this may optionally be the first aircraft electrical system, but preferably the aircraft optionally comprises a second aircraft electrical system, the second battery being arranged to provide power to the second aircraft electrical system. The first battery may be located in a forward electronics bay and the second battery may be located in a rear electronics bay, for example. The second battery may be arranged to provide electrical power to the aircraft's APU, and the first battery may be arranged to provide electrical power to the aircraft electrical system for providing power to the aircraft prior to powering the APU. 100281 In accordance with a third aspect of the present invention there is also provided a method of providing inert gas to at least one battery in an aircraft, the method comprising: providing a first battery arranged to provide power to a first aircraft electrical system, the first battery being located in a first fire-resistant container; and providing a first inert gas inside the container.
100291 The inert gas is typically provided into an inlet of the first fire-resistant container. 100301 The method may comprise sensing a condition indicative of a battery fire or of a risk of a battery fire. The method may comprise sensing said condition proximate to the first battery, for example, sensing said condition within the first fire-resistant container. The method may comprise providing inert gas to the first fire-resistant container in dependence on the sensed condition. For example, inert gas may be supplied to the first fire-resistant container if the sensed condition is indicative of a battery fire (for example, if smoke is sensed or if a temperature of at least 200°C is sensed). Alternatively or additionally, inert gas may be supplied to the first fire-resistant container if the sensed condition is indicative of the risk of a battery fire (for example, if the sensed temperature is relatively high e.g. at least 50°C, but less than a temperature associated with a battery fire). Such a sensed temperature may be indicative of battery thermal runaway which can lead to battery fires.
[0031] The method may comprise indicating the sensed condition to a user. For example, if the sensed condition does not indicate a battery fire or a risk of a battery fire, then this may be indicated to a user. Alternatively or additionally, if the sensed condition is indicative of a battery fire or a risk of a battery fire, then this may be indicated to a user. Such indications may be visual and/or audible.
[0032] The method may comprise providing a first inert gas to the first (and optionally second, third and further if present) fire-resistant container, and subsequently providing a second inert gas to the first (and optionally second, third and further if present) fire-resistant container. The method may comprise providing the first and/or second inert gases dependent on the sensed condition. For example, if the sensed condition is indicative of a battery fire, the first and second inert gases may be provided sequentially, the better fire suppressant gas being provided first. If the sensed condition is indicative of the risk of a battery fire, one of the first and second inert gases may be provided. This could be the better fire suppressant gas, or the worse fire suppressant gas.
[0033] The comments above in relation to the one or more sensors and the first battery may also apply to the second, third and further batteries, if present. For example, the inerting arrangement may comprise a sensor located proximate to the second battery. The -9 -sensor may be arranged to sense for the condition within the second fire-resistant container.
100341 In accordance with a fourth aspect of the present invention, there is provided a method of suppressing or preventing a battery fire in an aircraft, the method comprising: providing a first battery arranged to provide power to a first aircraft electrical system, the first first battery being located in a fire-resistant container; sensing for a condition indicative of a battery fire or the risk of a battery fire; and providing inert gas to the first first-resistant container in response to said sensed condition.
[0035] Those skilled in the art will realise that if the sensed condition then inert gas is typically not provided to the first fire-resistant container. 100361 The first fire-resistant container is typically located in an aircraft compartment. The method may comprise providing inert gas to the first fire-resistant container in response to said sensed condition, there being substantially no inert gas provided external to the first fire-resistant container in the aircraft compartment.
[0037] It will of course be appreciated that features described in relation to one aspect of the present invention may be incorporated into other aspects of the present invention For example, the methods of the third and fourth aspects of the present invention may incorporate any of the features described with reference to the apparatus of the invention and vice versa. Furthermore, the method of the fourth aspect of the present invention may comprise any of the features described with reference to the method of the third aspect of the present invention and vice versa.
DESCRIPTION OF THE DRAWINGS
[0038] Embodiments of the present invention will now be described by way of example only with reference to the accompanying schematic drawings of which: 100391 Figure 1 shows a schematic view of an inerting arrangement according to a first embodiment of the invention; s no ndicated, -10 - 100401 Figure 2 shows a schematic view of an aircraft comprising the inerting arrangement of Fig. 1, with the two fire-resistant containers being located in mutually-different aircraft compartments; and 100411 Figure 3 shows a schematic view of an aircraft comprising the inerting arrangement of Fig. 1, with the two fire-resistant containers being located in the forward electronics or avionics compartment.
DETAILED DESCRIPTION
100421 An exemplary embodiment of an inerting arrangement in accordance with the present invention will now be described with reference to Fig. 1. The inerting arrangement is denoted generally by reference numeral 1, and comprises a first battery 2 located within a first fire-resistant container 6 and a first fire suppression sub-system denoted general by reference numeral 100 operable to provide inert gas to the first fire-resistant container 6. The inerting arrangement further comprises a second battery 3 located within a second fire-resistant container 7, and the first fire suppression subsystem 100 is operable to provide inert gas to the second fire-resistant container 7. The inerting arrangement 1 will now be described in more detail.
100431 First battery 2 and second battery 3 are lithium ion batteries, each having a mass of about 24kg. Each of the batteries 2, 3 comprises 8 cells (only two of which 4, 5 are shown for clarity) and provides 32V output, delivering a current of up to 150A. Each battery 2, 3 is provided with a casing 31, 32 for the cells 4, 5. The casing is made from sheet metal and is therefore relatively thin. First battery 2 powers-up the aircraft's electrical systems shown generally by reference numeral 21. This battery 2 is often known as the main battery. Second battery 3 provides power to the auxiliary power unit (APU) 22. Referring now to Figure 2, first battery 2 is located in the forward avionics compartment 28 and second battery 3 is located in the rear avionics compartment 29. Both batteries are charged when the aircraft is in flight using power derived from the aircraft's engines, as is well-known to those skilled in the art. Each of the first 2 and second 3 batteries is located in a respective fire-resistant container 6, 7. Each fire-resistant container 6, 7 is made from steel or titanium and defines a space 11, 12 between the respective battery and the container for the receipt of inert gas. The fire-resistant containers 6, 7 are very similar those shown at htto://www.boeine.com/787-mediaresourceldocs/787-batterv-certifi can on. pdf [0044] Each fire-resistant container 6, 7 is provided with an inlet 9, 10 through which may be provided inert gas from a source 8 of inert gas, via respective conduits 19, 20. Each conduit 19, 20 is provided with a valve 34, 35 for controlling the supply of inert gas to the respective fire-resistant container 6, 7. The source 8 of inert gas comprises an oxygen-depleting module (not shown) which receives air from an engine bleed line 33, and reduces the oxygen content of the air from about 21vol% to about 4-12vol%, thereby providing oxygen-depleted air. Oxygen-depleted air is also provided to a fuel tank 25 via conduit 26 under the control of a valve 27.
[0045] The inerting arrangement comprises a second fire suppression sub-system denoted generally by reference numeral 200. The second fire suppression system 200 comprises a Halon-based fire suppression sub-system which comprises a first canister of Halon 13 for providing Halon to first fire-resistant container 6 and a second canister of Halon 14 for providing Halon to second fire-resistant container 7. The Halon may be delivered to the respective fire-resistant container 6, 7 via a respective conduit 15, 16. Squib valves 17, 18 are provided to control the flow of Halon to the respective fire-resistant container 6, 7. Temperature sensors 23, 24 are provided to sense the temperature inside each fire-resistant container 6, 7.
[0046] Operation of the inerting arrangement I will now be described. In a normal operation condition, there is no battery fire. This normal operating condition is sensed by temperature sensors 23, 24, the temperature being sensed on instructions received by control module 50. Control module 50 further compares the sensed temperature with predetermined values which are determined to be indicative of a battery fire. In a normal operating condition, there is no battery fire and therefore the sensed temperature is below said pre-determined value indicative of a battery fire. In such a case, no inert gas is provided to the battery containers 2, 3. The control module 50 is in communication with a display 51, the control module transmitting to the display a signal indicative of the -12 -operating condition. In a normal operating condition, the signal transmitted to the display is indicative of a normal operating condition. A user-identifiable indication indicative of a normal operating condition is shown on the display (for example, a green light).
100471 If one or both of the first 2 and second 3 batteries catches fire, the temperature within the respective fire-resistant container(s) will rise, eventually rising to a value greater than the pre-determined value indicative of a fire in the respective fire-resistant container 6, 7. In this case, this will be sensed by the control module 50 The control module 50 transmits a signal to squib valves 17, 18, detonating the charges associated with the squib valves 17, 18, thereby opening the respective valve(s) so that the Halon contained in respective canister(s) 13, 14 flows into respective fire-resistant container(s) 6, 7, thereby extinguishing the fire. Oxygen-depleted air is then supplied under the control of the control module 50 to the respective fire-resistant container(s) 6, 7 from the source of inert gas 8. The oxygen-depleted air is an inert gas which inhibits re-ignition of the battery fire. Control module 50 transmits to the display 51 a signal indicative of a battery fire. A user-identifiable indication indicative of a battery fire is shown on the display (for example, a flashing red light). Audible signals may also accompany the visual display.
[0048] In the exemplary embodiment above, the sensed temperature is compared with pre-determined values which are determined to be indicative of a battery fire. The sensed temperature may be compared with a pre-determined value which is indicative of a risk of a battery fire, for example, a temperature associated with battery thermal runaway that has not yet resulted in a fire. If such a condition is sensed, inert gas (either Halon or oxygen-depleted air) may be provided to the respective fire-resistant container 6, 7. This inert gas will help inhibit the start of any battery fire.
[0049] The exemplary embodiment of Figs. 1 and 2 shows the first 6 and second 7 fire-resistant containers are located in different aircraft compartments. Figure 3 shows an aircraft 40 in which the first 6 and second 7 fire-resistant containers are located in the same aircraft compartment, in this case a forward electronics compartment 28.
-13 - 100501 The exemplary embodiment of Figs. 1 and 2 show an aircraft with two batteries. Those skilled in the art will realise that an aircraft may comprise one battery or more than two batteries (larger aircraft typically having a larger number of batteries).
100511 Whilst the present invention has been described and illustrated with reference to particular embodiments, it will be appreciated by those of ordinary skill in the art that the invention lends itself to many different variations not specifically illustrated herein. By way of example only, certain possible variations will now be described.
100521 The inerting arrangement described above comprises two batteries, each located in different compartments in the aircraft. The inerting arrangement may comprise only one battery, for example, or may comprise two batteries located inside one fire-resistant container.
100531 The inerting arrangement described above provides two inert gases; Halon for initial fire suppression and oxygen-depleted air for subsequent inerting. The inerting arrangement may alternatively only use one inert gas, such as oxygen-depleted air or Halon.
[0054] The inerting arrangement described above uses temperature sensors to determine whether there is a battery fire or the risk of a battery fire. Other types of sensors may be used, such as smoke sensors, flame sensors or carbon monoxide sensors, for example. [0055] The inerting arrangement provides inert gas to the fire-resistant containers. It is possible, though not necessarily desirable, for the inerting arrangement to be arranged to provide inert gas to the aircraft compartment in which the respective fire-resistant container(s) is or are located.
[0056] Where in the foregoing description, integers or elements are mentioned which have known, obvious or foreseeable equivalents, then such equivalents are herein incorporated as if individually set forth. Reference should be made to the claims for determining the true scope of the present invention, which should be construed so as to encompass any such equivalents. It will also be appreciated by the reader that integers or features of the invention that are described as preferable, advantageous, convenient or the like are optional and do not limit the scope of the independent claims. Moreover, it is to be understood that such optional integers or features, whilst of possible benefit in some -14 -embodiments of the invention, may not be desirable, and may therefore be absent in other embodiments.

Claims (28)

  1. -15 -CLAIMS1 An arrangement for providing inert gas to at least one aircraft battery, the arrangement comprising: a first aircraft battery arranged to provide power to an aircraft electrical system, the battery being located in a first fire-resistant container comprising an inlet for the ingress of inert gas; and a first fire suppression sub-system operable to provide inert gas to the first fire-resistant container.
  2. 2 An arrangement according to claim 1 comprising a second aircraft battery arranged to provide power to an aircraft electrical system, the second battery being located within a fire-resistant container comprising an inlet for the ingress of inert gas, a fire suppression sub-system being operable to provide inert gas to said fire-resistant container.
  3. 3 An arrangement according to claim 2 wherein the first battery is arranged to provide power to an APU and the second battery is arranged to provide power to an aircraft electrical system for providing power to the aircraft prior to the start of APU.
  4. 4 An arrangement according to claim 2 or claim 3 wherein the second battery is located in a second fire-resistant container comprising an inlet for the ingress of inert gas, the second fire-resistant container being distinct from the first fire-resistant container.
  5. An arrangement according to claim 4, wherein the first fire-resistant container and the second fire-resistant container are mutually spaced, with the first fire-resistant container being located in a different aircraft compartment to the second fire-resistant container.
  6. 6 An arrangement according to any of claims 2 to 5 wherein the first fire suppression sub-system is arranged to provide inert gas to the second battery.
  7. 7 An arrangement according to any preceding claim wherein the first fire suppression sub-system comprises an oxygen-depleted air sub-system operable to -16 -deliver oxygen-depleted air or an alkyl halide fire suppression subsystem operable to deliver alkyl halide.
  8. 8 An arrangement according to any preceding claim comprising a second fire suppression sub-system operable to deliver an inert gas to the first battery.
  9. 9 An arrangement according to claim 8 wherein the second fire-suppression subsystem may be operable to deliver a different inert gas from the first fire suppression sub-system.
  10. I 0. An arrangement according to claim 9 wherein the first fire suppression subsystem is operable to deliver a first inert gas to the first fire-resistant container, and the second fire suppression sub-system is operable to deliver a second inert gas to the first fire-resistant container.
  11. 11 An arrangement according to claim 10 wherein the first inert gas comprises an alkyl halide and the second inert gas comprises oxygen-depleted air.
  12. 12. An arrangement according to any of claims 8 to ii configured so that one of the first and second fire suppression sub-systems is operable to provide inert gas to the first fire-resistant container and the other of the first and second fire suppression sub-systems is operable to subsequently provide inert gas to the first fire-resistant container.
  13. 13. An arrangement according to any preceding claim comprising one or more sensors operable to sense for a condition indicative of a battery fire or of a risk of a battery fire.
  14. I 4. An arrangement according to claim 13 operable to supply inert gas to the first fire-resistant container in dependence on the sensed condition.
  15. IS. An arrangement according to claim 14 operable to supply inert gas to the first fire-resistant container if the sensed condition is indicative of a battery fire.
  16. 16. An arrangement according to claim 14 or claim 15 operable to supply inert gas to the first fire-resistant container if the sensed condition is indicative of a risk of a battery fire.
    -
  17. 17 - 17. An arrangement according to any of claims 13 to 16 operable to provide first and second inert gases, the inerting arrangement being operable to provide the first and second inert gases dependent on the sensed condition.
  18. 18. An arrangement according to any preceding claim operable to indicate to a user a condition indicative of a battery fire or a risk of a battery fire.
  19. 19. An arrangement according to any preceding claim operable on the intervention of a user input to provide inert gas to the first fire-resistant container.
  20. 20. An arrangement according to any preceding claim wherein the first fire suppression sub-system comprises valves operable to control the provision of inert gas to the first fire-resistant container.
  21. 21 An arrangement according to claim 20 wherein one of more of the valves is a squib valve.
  22. 22. An arrangement according to any preceding claim wherein the first fire-resistant container comprises a fire-resistant metal.
  23. 23 An arrangement according to any preceding claim comprising a conduit for conveying inert gas to the inlet of the first fire-resistant container.
  24. 24. An aircraft comprising an inerting arrangement in accordance with any preceding claim and a first aircraft electrical system, the first battery being arranged to provide power to the first aircraft electrical system.
  25. An aircraft according to claim 24 comprising a second aircraft battery and a second aircraft electrical system, the second battery being arranged to provide power to the second aircraft electrical system.
  26. 26. An aircraft according to claim 25 wherein the first battery is located in a forward electronics bay and the second battery is located in a rear electronics bay.
  27. 27. A method of providing inert gas to at least one battery in an aircraft, the method comprising: providing a first battery arranged to provide power to a first aircraft electrical system, the first battery being located in a first fire-resistant container: and providing a first inert gas inside the container.-18 -
  28. 28. A method of suppressing or preventing a battery fire in an aircraft, the method comprising: providing a first battery arranged to provide power to a first aircraft electrical system, the first battery being located in a first fire-resistant container; sensing for a condition indicative of a battery fire or of the risk of a battery fire; and providing inert gas to the first first-resistant container in response to said sensed condition.
GB1422942.1A 2014-12-22 2014-12-22 Inerting arrangement, aircraft comprising the same and a method of providing inert gas Withdrawn GB2533583A (en)

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EP3795217A1 (en) * 2019-09-19 2021-03-24 Kidde Technologies, Inc. Fire detection and suppression

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US20120318921A1 (en) * 2009-12-17 2012-12-20 Airbus Operations Gmbh Fire protection system, aircraft or spacecraft and a method for confining and suppressing a fire
EP2775560A1 (en) * 2011-11-21 2014-09-10 National Institute for Materials Science Storage container for thin lithium-air cell, and cell

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US20120318921A1 (en) * 2009-12-17 2012-12-20 Airbus Operations Gmbh Fire protection system, aircraft or spacecraft and a method for confining and suppressing a fire
DE102011014435A1 (en) * 2011-03-18 2011-12-08 Daimler Ag Protective device for high volt battery, for propulsion purpose in e.g. electric vehicle, has sealable container made from flame resistant material, and battery arranged in sealed container filled with protective gas
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Publication number Priority date Publication date Assignee Title
EP3795217A1 (en) * 2019-09-19 2021-03-24 Kidde Technologies, Inc. Fire detection and suppression
US11998782B2 (en) 2019-09-19 2024-06-04 Kidde Technologies, Inc. Fire detection and suppression

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