Section
12 Batteries
12.1 General
12.1.1 The requirements of this Section apply to aqueous and non-aqueous permanently installed
secondary batteries of the vented and valve-regulated sealed type such that the
following goal and functional requirements are achieved:
- Goal
Safe energy storage and dependable supply of
power to consumers.
- Functional requirements
Reasonably foreseeable hazards
external to the battery shall be identified and managed.
Reasonably
foreseeable hazards internal within the battery shall be identified and
managed.
12.1.2 A vented
battery is one in which the cells have a cover provided with an opening
through which the products of electrolysis and evaporation are allowed
to escape freely from the cells to the atmosphere
12.1.3 A valve-regulated
sealed battery is one in which the cells are closed but have an arrangement
(valve) which allows the escape of gas if the internal pressure exceeds
a predetermined value. The electrolyte cannot normally be replaced.
12.1.4 The following Sections apply to lead acid, nickel cadmium and lithium cell
chemistries. Where other chemistries are to be used, the LR ShipRight Procedure Risk
Based Certification (RBC) is to be followed.
12.1.5 Lithium battery systems are to satisfy the requirements of LR’s Type Approval System
Test Specification Number 5 (2019). Alternative arrangements may be subject to
special consideration.
12.1.6 Lithium battery management systems are to satisfy the requirements of LR’s Type
Approval System Test Specification Number 1 (2018). Alternative arrangements may
be subject to special consideration.
12.1.7 Where the lithium battery total system installation is less than 20 kWh
then it is to be housed in a gastight steel enclosure with a gastight ventilation duct
leading to a safe space on open deck and is to be suitable for withstanding the
temperatures and pressures generated in the worst case thermal runaway condition. The
battery system is to satisfy the requirements of LR’s Type Approval SystemTest
Specification Number 5 (2019), or an equivalent and acceptable National or
International Standard, amended where necessary for a battery space ambient temperature
of 45°C. Alternative arrangements will be subject to special consideration.
12.1.8 The following Sections apply to lithium battery system installations of a total system
capacity of 20 kWh or greater and are in addition to those applicable in other Parts of
these Rules:
- Pt 16, Ch 2, 12.1 General 12.1.9;
- Pt 16, Ch 2, 12.2 Design and construction 12.2.2 to Pt 16, Ch 2, 12.2 Design and construction 12.2.6;
- Pt 16, Ch 2, 12.3 Location 12.3.12;
- Pt 16, Ch 2, 12.4 Installation 12.4.6 to Pt 16, Ch 2, 12.4 Installation 12.4.10;
- Pt 16, Ch 2, 12.5 Thermal management and ventilation 12.5.8 and Pt 16, Ch 2, 12.5 Thermal management and ventilation 12.5.12;
- Pt 16, Ch 2, 21.1 Testing 21.1.6
12.1.9 For lithium battery system installations of nominal voltages exceeding 1500
V d.c. the LR ShipRight Procedure Risk Based Certification (RBC) is to be
followed.
12.1.10 Additional requirements may be imposed by the National Administration with which the
ship is registered and/or by the Administration within whose territorial jurisdiction
the ship is intended to operate. Where any such requirements exist, in the event of a
conflict with the requirements herein the requirements of the National Administration
will generally take precedence.
12.2 Design and construction
12.2.1 Batteries are to be constructed so as to prevent spilling of the electrolyte
due to motion and to minimise the emission of electrolyte spray.
12.2.2 A Failure Mode and Effects Analysis (FMEA) is to be carried out for the lithium battery
system installation and is to consider the effects of failure upon safety and
dependability of the lithium battery system installation taking account of reasonably
foreseeable internal and external failures such that the goal and functional
requirements of Pt 16, Ch 2, 12.1 General 12.1.1 are achieved and is to include
but not limited to the following:
- overpressure, fire and explosion;
- electrical short circuit due to leakage of cell electrolyte or
mechanical impact;
- venting out flammable and toxic gases;
- rupture of the casing of cell, battery module, battery pack or
battery system with exposure of internal components; and
- ingress of water into the battery space from cooling system
leak, fire suppression system release and/or adjacent areas.
No single failure is to directly result in conditions more arduous than
those under which the battery system has been type tested or in the hidden loss of any
monitoring and control, alarm or safety function (either automatic or manual) on which
the battery system installation depends for its safe operation.
12.2.3 The casing of a lithium cell and/or battery module is to incorporate a
pressure relief function(s) that will prevent overpressure, rupture or explosion of the
battery module enclosure (see
Pt 16, Ch 2, 21 Testing and trials).
12.2.4 The lithium battery management system is to continuously monitor the
condition of cells, battery modules or battery packs and to maintain them within their
specified safe operating region. As a minimum the alarms and safeguards as indicated in
Table 2.12.1 Lithium battery system: alarms and
safeguards are to be provided:
Table 2.12.1 Lithium battery system: alarms and
safeguards
Item
|
Alarm
|
Note
|
Cell voltage*
|
High
|
Automatic termination of the cell charge current. See Notes 1 and
5
|
Low
|
Per cell.
Automatic prevention of cell discharge. See Notes 2 and 5
|
Cell temperature*
|
1st
stage high
|
Per
sensor. See Notes 4 and 5
|
2nd
stage high
|
Per
sensor. Automatic shutdown of battery system. See Notes 4 and
5
|
Low
|
Automatic
charge and discharge current limitation. See Notes 3 and 4
|
Charge
current of the battery cells
|
High
|
Automatic reduction of charge/discharge current. See Note 3
|
Communication failure between battery management system and external charge
controller system
|
Failure
|
Automatic
shutdown of battery system See Note 6
|
Battery
management system
|
Failure
|
Automatic
shutdown of battery system
|
Temperature sensor
|
Failure
|
Automatic
shutdown of battery system
|
Voltage
sensor
|
Failure
|
Automatic
shutdown of battery system
|
Emergency
trip*
|
Active
|
Automatic shutdown of battery system. See Note 5
|
Insulation resistance
|
Low
|
-
|
Note 1. Cell voltage is to
be maintained below the cell manufacturer specified upper limit charge
voltage.
Note 2. Cell voltage is to
be maintained above the cell manufacturer specified lower limit discharge
voltage.
Note 3. Cell
charge/discharge current is to be controlled within cell manufacturer
specified current limits.
Note 4. Cell temperature is
to be controlled within the cell manufacturer specified temperature
limits.
Note 5. For lithium
batteries used as an emergency source of power, only items marked * are
to initiate automatic shutdown.
Note 6. For lithium
batteries used as an emergency source of power, communication failure is
to automatically stop and prevent charging.
Note 7. Automatic shutdown
of battery system includes termination of battery charging and
discharging and disconnection from electrical distribution
network.
|
12.2.5 A fully independent hard-wired means to disconnect the battery system in an emergency
from power distribution is to be provided. This emergency trip is to be located outside
of the battery space and situated such that it will remain accessible in the event of an
emergency inside the battery space and is to initiate an audible and visual alarm at the
relevant control stations to advise duty personnel of the emergency condition.
12.2.6 For lithium battery system installations the following is to be measured and displayed
at control stations relevant to the system in which the battery system is installed:
- State of charge (SOC) and state of health (SOH) are to be
displayed at relevant control stations and on the navigating bridge.
- System alarms are to be displayed at relevant control stations
and at least a common alarm displayed on the navigating bridge.
12.3 Location
12.3.1 Vented batteries connected to a charging device with a power output of more
than 2 kW, calculated from the maximum obtainable charging current and the nominal
voltage of the battery, are to be housed in an adequately ventilated compartment
assigned to batteries only, or in an adequately ventilated suitable box on open
deck.
12.3.2 Vented batteries connected to a charging device with a power output within
the range 0,2 kW to 2 kW, calculated from the maximum obtainable charging current and
the nominal voltage of the battery, are to be installed in accordance with 11.3.1, or
may be installed within a well ventilated machinery or similar space.
12.3.3 Vented batteries connected to a charging device with a power output of less
than 0,2 kW, calculated from the maximum obtainable charging current and the nominal
voltage of the battery, may be installed in an open position or in a battery box in any
suitable space.
12.3.6 Where lead-acid and nickel-cadmium batteries are installed in the same
compartment precautions are to be taken, such as the provision of screens, to prevent
possible contamination of electrolytes.
12.3.7 Where batteries may be exposed to the risk of mechanical damage or falling
objects they are to be suitably protected.
12.3.8 Batteries installed in crew and passenger cabins, together with their
associated corridors, are to be of the hermetically sealed type.
12.3.9 A permanent notice prohibiting smoking and the use of naked lights or
equipment, cable or creating a source of ignition, is to be prominently displayed
adjacent to the entrances of all compartments containing batteries.
12.3.10 Only electrical equipment necessary for operational reasons and for the
provision of lighting is to be installed in compartments provided in compliance with
Pt 16, Ch 2, 12.3 Location 12.3.1, the compartment ventilation exhaust ducts and
zones within a 1,5 m radius of the ventilation outlet(s). Such electrical equipment is
to be certified for group IIC gases and temperature Class T1 in accordance with the
applicable parts of IEC 60079: Explosive atmospheres, or an acceptable and
relevant National Standard.
12.3.11 A permanent notice is to be prominently displayed adjacent to battery
installations advising personnel that replacement batteries are to be of an equivalent
performance type. For valve-regulated sealed batteries, the notice is to advise of the
requirement for replacement batteries to be suitable with respect to products of
electrolysis and evaporation being allowed to escape from cells to the atmosphere,
see also
Pt 16, Ch 2, 1.5 Additions or alterations 1.5.2.
12.3.12 The lithium battery space is to be separate from other spaces and
compartments and not to be located forward of the collision bulkhead and is not to be
contiguous to the boundaries of machinery spaces of Category A or those spaces
containing the main source of electrical power, associated transforming equipment (if
any) or the main switchboard. The boundaries of the lithium battery space are to be part
of a vessel structure or enclosures and provided with ‘A-60’ insulation of the bulkhead
unless the space is adjacent to spaces of negligible fire risk such as cofferdams, void
spaces or similar, in which case consideration may be given to reducing the insulation
to ‘A-0’. Penetrations through these boundaries are to be protected to the same fire
protection standard. Special consideration will be made for a ship not built of steel or
equivalent material. All other safety systems within the lithium battery spaces are to
be in accordance with the requirements of this Section or, if not made explicit, at
least equivalent to those of a machinery space of Category A.
12.4 Installation
12.4.1 Batteries are to be arranged such that each cell or crate of cells is
accessible from the top and at least one side and it is to be ensured that they are
suitably secured to move with the craft’s motion. For high speed craft, the securing
arrangements for batteries are to, as far as practicable, prevent excessive movement
during the accelerations due to grounding or collision.
12.4.2 The materials used in the construction of a battery rack or stand are to be
resistant to the battery electrolyte or suitably protected by paint or a coating.
12.4.3 Measures are to be taken to minimise the effect of any electrolyte spillage
and leakage, for example the use of rubber capping around the top of the cells and the
provision of a tray of electrolyte-resistant material below the cells, unless the deck
is suitably protected with paint or a coating.
12.4.4 The interiors of all compartments for batteries, including crates, trays,
boxes, shelves and other structural parts therein, are to be of an electrolyte-resistant
material or suitably protected, for example with paint or a coating.
12.4.5 High speed craft are to be provided with an alarm to indicate that immediate
action is required in the event of thermal runaway of any nickel cadmium or lithium
battery system.
12.4.6 Battery systems are to be installed in accordance with manufacturer’s recommendations
taking account of the results of the FMEA study.
12.4.7 The lithium battery space and the crates, trays, boxes, shelves and other
structural parts therein are to be designed and constructed such that the structural
integrity of the battery space will not be compromised in the event of a lithium
fire.
12.4.8 The lithium battery space is to be fitted with suitable fixed detectors in
accordance with manufacturer’s recommendations which are capable of providing early
identification of a fire or thermal runaway condition. Early identification is to
include high cell temperature or detection of electrolyte solvent vapours and a
combination of smoke and heat detectors. When activated, the fire detection system is to
initiate an alarm to the relevant control stations and on the navigating bridge and is
to initiate the automatic isolation of electric systems within the lithium battery space
except as described below, and activate the fixed fire-fighting system.
12.4.9 In the event that a fire or thermal runaway condition is identified, the
battery monitoring system is to initiate protective features such as automatic safe
isolation of the batteries. Ventilation necessary for extraction of gases, active
cooling systems, and thermal/safety monitoring and alarm are to be continued prior to,
during and after an overheating or fire event. Failure of the monitoring system is to be
alarmed to the ship's safety system and is to result in the battery system automatically
reverting to a defined safe state.
12.4.10 An appropriate water-based fixed fire-fighting system in accordance with
SOLAS II-2, Part C, Regulation 10.4.1.1.3 and the manufacturer’s recommendation is to be
provided for the lithium battery space. The fixed fire-fighting system is to be suitable
for heat removal, boundary cooling and/or extinguishment for the duration that the heat
and/or gas release is present. Fixed fire-fighting systems using a medium other than
water which provide equivalent heat removal, boundary cooling and/or extinguishment for
the duration that the heat and/or gas release is present can be taken into consideration
provided that appropriate fire tests have been conducted. In particular, the
fire-extinguishing media are to be chosen as appropriate for the specific type and
characteristics of fire foreseen.
12.4.11 The fixed fire-fighting control system is to be located outside the battery space, be
activated automatically and capable of manual activation. In addition to the fixed
fire-fighting system, the battery space is to be provided with a minimum of two (2)
portable and suitable fire-extinguishers located outside the space at or near the
entrance(s). The number and position of hydrants are to be such that at least two jets
of water not emanating from the same hydrant, each from a single length of hose, can
reach any part of the lithium battery space. Such hydrants are to be positioned in close
proximity to the lithium battery space. Any part of the fire-fighting system which
crosses through the lithium battery space without serving it, is to be avoided.
12.4.12 The fire detection and alarm systems are to be in accordance with the recommendations of
the battery manufacturer and the following sub-Sections of these Rules:
12.4.13 The technical description detailed in Pt 16, Ch 2, 1.2 Documentation required for design review 1.2.13.(b) is to consider the actual battery system
installation and its integration into the ship, including but not limited to the
following:
- arrangement of battery compartment (location, including fire
risk of adjacent spaces/compartments, fire burden from equipment other than
batteries, heat sources, etc.);
- temperature control arrangements for the battery space and their
contribution to system safety;
- ventilation arrangements to prevent concentrations of gasses
within the space in case of uncontrolled thermal runaway;
- hazardous area(s) requirements;
- reasonable gas tightness of ventilation ducting;
- fire integrity of the space;
- the use of fire extinguishing arrangements for cooling in the
case of uncontrolled thermal runaway.
The FMEA referenced in 12.2.2 should address any additional failure modes
identified during the preparation of this technical description.
12.4.14 The lithium battery space is to be provided with two means of escape, at least one
independent of any watertight door and leading to a safe position outside the space. One
of the escapes is to be suitable for the passage of a stretcher. At each entrance/exit
an emergency escape breathing device (EEBD) is to be provided. Where the maximum travel
distance to the door within the lithium battery space is less than 5 m, a single means
of escape is acceptable. The lithium battery space is not to be considered as part of an
escape route (primary or secondary) from any other accommodation, control, service
space, machinery space of Category ‘A’ and high fire risk area such as a garage, paint
store, etc.
12.5 Thermal management and ventilation
12.5.1 Battery compartments and boxes are to be ventilated to avoid accumulation
of dangerous concentrations of flammable gas.
12.5.2 Where a battery compartment ventilator is required to be fitted with a
closing device in accordance with Pt 3, Ch 4, 11.4 Closing appliances 11.4.1, a warning notice clearly stating
the purpose of the closing device, for example, ‘This closing device is to be kept open
and only closed in the event of a fire or flooding – Explosive gas atmosphere’, is to be
provided at the closing device to mitigate the possibility of inadvertent closing of the
ventilator. Furthermore, means to lock battery compartment ventilators in the open
position are to be provided.
12.5.3 Ducted natural ventilation may be employed for battery installations
connected to a charging device with a power output of 2 kW or less, provided the exhaust
duct can be run directly from the top of the compartment or box to the open air above,
with no part of the duct more than 45o from the vertical. A suitable opening
is also to be provided below the level of the top of the batteries, so as to ensure a
free ventilation air flow. The ventilation duct is to have an area not less than 50
cm2 for every 1 m3 of battery compartment or box volume.
12.5.4 Where natural ventilation is impracticable or insufficient, mechanical
ventilation is to be provided, with the air inlet located near the floor and the exhaust
at the top of the compartment.
12.5.5 Mechanical exhaust ventilation complying with Pt 16, Ch 2, 12.5 Thermal management and ventilation 12.5.9 is to be provided for battery installations
connected to a charging device with a total maximum power output of more than 2 kW and
also, to minimise the possibility of oxygen enrichment, compartments and spaces
containing batteries with boost charging facilities are to be provided with mechanical
exhaust ventilation irrespective of the charging device power output.
12.5.6 The ventilation system for battery compartments and boxes, other than boxes
located on open deck or in spaces to which Pt 16, Ch 2, 12.3 Location 12.3.2, Pt 16, Ch 2, 12.3 Location 12.3.3 and Pt 16, Ch 2, 12.3 Location 12.3.5 refer, is to be separate from other ventilation
systems. The exhaust ducting is to be led to a location in the open air, where any gases
can be safely diluted, away from possible sources of ignition and openings into spaces
where gases may accumulate.
12.5.7 Fan motors associated with exhaust ducts from battery compartments are to be
placed external to the ducts and the compartments.
12.5.8 Ventilating fans for battery compartments are to be so constructed and be
of material such as to minimise risk of sparking in the event of the impeller touching
the casing, and are to be suitable for the potentially hazardous and corrosive gases
produced in a thermal runaway condition. Non-metallic impellers are to be of an
anti-static material.
12.5.9 Battery boxes are to be provided with sufficient ventilation openings
located so as to avoid accumulation of flammable gas whilst preventing the entrance of
rain or spray.
12.5.10 The ventilation arrangements for all installations of vented type batteries
are to be such that the quantity of air expelled is at least equal to:
where
n
|
= |
number of cells in series |
|
= |
maximum current delivered by the charging equipment during gas
formation, but not less than 25 per cent of the maximum obtainable charging
current in amperes |
Q
|
= |
quantity of air expelled in litres/hr |
12.5.12 Thermal management of the lithium battery space is to be assessed, including the
criticality of any cooling systems required to ensure reliable operation and to prevent
thermal runaway within the marine environment. See also
Pt 16, Ch 1, 1.3 Control, alarm and safety equipment 1.3.3.
12.6 Charging facilities
12.6.1 Charging
facilities are to be provided for all secondary batteries such that
they may be completely charged from the completely discharged state
in a reasonable time having regard to the service requirements.
12.6.2 Suitable
means, including an ammeter and a voltmeter, are to be provided for
controlling and monitoring charging of batteries, and to protect them
against discharge into the charging circuits.
12.6.3 For
floating circuits or any other conditions where the load is connected
to the battery whilst it is on charge, the maximum battery voltage
is not to exceed the safe value for any connected apparatus.
12.6.4 Where
valve-regulated sealed batteries are installed, the charging facilities
are to incorporate independent means such as overvoltage protection
to prevent gas evolution in excess of the manufacturer's design quantity.
12.6.5 Boost
charge facilities, where provided, are to be arranged such that they
are automatically disconnected should the battery compartment ventilation
system fail.
12.7 Recording of batteries for emergency and essential services
12.7.1 A schedule
of batteries fitted for use for essential and emergency services is
to be compiled and maintained.
12.7.3 When
additions or alterations are proposed to the existing batteries for
essential and emergency services, the schedule and replacement procedure
documentation are to be updated to reflect the proposed installation
and submitted in accordance with Pt 16, Ch 2, 1.5 Additions or alterations 1.5.2.
12.7.4 The
schedule and replacement procedure documentation are to be made available
to the LR Surveyor on request.
12.8 Cables
12.8.1 Where
it is impracticable to provide electrical protective devices for certain
cables supplied from batteries, e.g. within battery compartments and
in engine starting circuits, unprotected cable runs are to be kept
as short as possible and special precautions should be taken to minimise
risk of faults, e.g. use of single core cables with additional sleeve
over the insulation of each core, with shrouded terminals.
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