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> is the gov giving enough resources/training to local emergency services providers to deal with these sorts of fires and the disposal of the EV materials after

> is the gov giving enough resources/training to local emergency services providers to deal with these sorts of fires and the disposal of the EV materials after a fire. The main immediate threat is not disposal or even fire itself but the release of hydrogen fluoride _during_ a fire. You have to avoid airway and eye exposure at all cost with HF. This is probably the main difference in an EV emergency response as opposed to other chemical fires. The second main issue is securing an electrically safe chasis during crash and vehicle extraction (if you need to start chopping the car up to extract someone), you need to know what to cut and when. This unfortunately varies wildly, model to model, with manufacturers adding battery packs in multiple locations for space and weight management. I know there has been a lot of effort in standardizing charging systems, perhaps we also need some form of emergency service kill switch, but this being HN that could also introduce a massive potential for abuse.

bdamm 4y ago
Many models have a pyro fuse in the battery pack high voltage hook-up that blows when the airbags deploy. Also common is that if the 12V battery is disabled, the high voltage pack is also disabled. And many models simply disconnect the high voltage pack when in park (or soon thereafter). So while you're right that there's not a common standard, the common reality is that the packs aren't dangerous in a crash. Regulation could push this just a little further and mandate pyro fuses in pack hookups, which would reduce the probability of electrocution to first responders and occupants to basically zero, since nobody would try to cut through the floor of the vehicle in an extraction (where the pack cells are, and the most dangerous part when it comes to randomly cutting cross sections.)
- KennyBlanken 4y ago
  All EVs and hybrids have contactors inside the battery pack and if it is not energized, there is no high voltage present anywhere in the vehicle outside the pack.
KennyBlanken 4y ago
> The main immediate threat is not disposal or even fire itself but the release of hydrogen fluoride _during_ a fire. You have to avoid airway and eye exposure at all cost with HF. This is probably the main difference in an EV emergency response as opposed to other chemical fires. At any chemical or vehicle fire, firefighters are wearing SCBAs. > The second main issue is securing an electrically safe chasis during crash and vehicle extraction (if you need to start chopping the car up to extract someone), you need to know what to cut and when. HV cables are extremely clearly marked (bright orange, a color not used for any other component.) HV cables run directly from the battery to the inverter. Extraction involves prying doors / cutting door hinges / cutting roof pillars. Not chopping up the floor. HV cables are not energized after a crash because every battery, EV or hybrid, has an internal contactor that fails safe. There is also usually a clearly marked physical plug that can be pulled. I love it when people jump on internet forums and talk authoritatively and demonstrate they know absolutely nothing about the subject at hand.

bdamm 4y ago

Many models have a pyro fuse in the battery pack high voltage hook-up that blows when the airbags deploy. Also common is that if the 12V battery is disabled, the high voltage pack is also disabled. And many models simply disconnect the high voltage pack when in park (or soon thereafter). So while you're right that there's not a common standard, the common reality is that the packs aren't dangerous in a crash. Regulation could push this just a little further and mandate pyro fuses in pack hookups, which would reduce the probability of electrocution to first responders and occupants to basically zero, since nobody would try to cut through the floor of the vehicle in an extraction (where the pack cells are, and the most dangerous part when it comes to randomly cutting cross sections.)

KennyBlanken 4y ago
All EVs and hybrids have contactors inside the battery pack and if it is not energized, there is no high voltage present anywhere in the vehicle outside the pack.

KennyBlanken 4y ago

> The main immediate threat is not disposal or even fire itself but the release of hydrogen fluoride _during_ a fire. You have to avoid airway and eye exposure at all cost with HF. This is probably the main difference in an EV emergency response as opposed to other chemical fires. At any chemical or vehicle fire, firefighters are wearing SCBAs. > The second main issue is securing an electrically safe chasis during crash and vehicle extraction (if you need to start chopping the car up to extract someone), you need to know what to cut and when. HV cables are extremely clearly marked (bright orange, a color not used for any other component.) HV cables run directly from the battery to the inverter. Extraction involves prying doors / cutting door hinges / cutting roof pillars. Not chopping up the floor. HV cables are not energized after a crash because every battery, EV or hybrid, has an internal contactor that fails safe. There is also usually a clearly marked physical plug that can be pulled. I love it when people jump on internet forums and talk authoritatively and demonstrate they know absolutely nothing about the subject at hand.