2015_eBaja SAE India RuleBook

2015

Collegiate Design Series

E-BAJA SAEINDIA

Rules

2 2015 SAEINDIA. All Rights Reserved. Printed in INDIA www.bajasaeindia.org 2015 E-BAJA SAE India Rules

Contents

PART A: ADMINISTRATIVE REGULATIONS ................................................................................................................................. 4

ARTICLE 1: BAJA SAE OVERVIEW .................................................................................................................................................. 4

ARTICLE 2: BAJA SAE SERIES .......................................................................................................................................................... 5

ARTICLE 3: E-BAJA SAE INDIA RULES AND ORGANIZER AUTHORITY ................................................................................. 6

ARTICLE 4: INDIVIDUAL PARTICIPATION REQUIREMENTS .................................................................................................... 7

ARTICLE 5: FACULTY ADVISOR...................................................................................................................................................... 8

ARTICLE 6: ELIGIBILITY VEHICLES ............................................................................................................................................ 8

ARTICLE 7: REGISTRATION.............................................................................................................................................................. 9

ARTICLE 8: RULES QUESTIONS ..................................................................................................................................................... 10

ARTICLE 9: PROTESTS ..................................................................................................................................................................... 10

PART B: ELECTRICAL POWERTRAINS AND SYSTEMS ........................................................................................................... 11

ARTICLE 1: ELECTRIC SYSTEM DEFINITIONS ........................................................................................................................... 11

ARTICLE 2 TRACTIVE SYSTEM - POWERTRAIN ........................................................................................................................ 12

ARTICLE 3 TRACTIVE SYSTEM - ENERGY STORAGE ............................................................................................................... 13

ARTICLE 4: TRACTIVE SYSTEM GENERAL REQUIREMENTS .............................................................................................. 19

ARTICLE 5: SHUTDOWN CIRCUIT AND SYSTEMS..................................................................................................................... 24

ARTICLE 6: FUSING. ......................................................................................................................................................................... 27

ARTICLE 7: HIGH VOLTAGE PROCEDURES & TOOLS .............................................................................................................. 27

PART C: TECHNICAL REQUIRMENTS .......................................................................................................................................... 33

ARTICLE 1: GENERAL DESIGN REQUIREMENTS ....................................................................................................................... 33

ARTICLE 2: TOWING HITCH POINT ............................................................................................................................................... 34

ARTICLE 3: VEHICLE IDENTIFICATION ....................................................................................................................................... 35

ARTICLE 4: TRANSPONDERS ......................................................................................................................................................... 36

ARTICLE 5: ROLL CAGE .................................................................................................................................................................. 39

ARTICLE 5: COCKPIT AND THROTTLE ........................................................................................................................................ 47

ARTICLE 7: DRIVER RESTRAINT ................................................................................................................................................... 50

ARTICLE 8: BRAKING SYSTEM ...................................................................................................................................................... 55

ARTICLE 9: FASTENERS .................................................................................................................................................................. 55

ARTICLE 10: DRIVER EQUIPMENT ................................................................................................................................................ 57

PART D: DYNAMIC EVENTS-STATIC EVENTS ............................................................................................................................ 58

ARTICLE 1: SCORING ....................................................................................................................................................................... 58

ARTICLE 2: TECHNICAL INSPECTION .......................................................................................................................................... 59

ARTICLE 3: ENGINEERING DESIGN EVENT ................................................................................................................................ 61

ARTICLE 4: COST EVENT (REVIEW SUBMISSION PROCEDURE) ............................................................................................ 65


ARTICLE 5: SALES PRESENTATION EVENT 50 Points ............................................................................................................. 67

ARTICLE 6: TIE BREAKERS............................................................................................................................................................. 67

PART E: DYNAMIC EVENTS 700 POINTS ................................................................................................................................... 68

ARTICLE 1: ACCELERATION 60 or 75 Points .............................................................................................................................. 68

ARTICLE 2: HILL CLIMB or TRACTION EVENT 60 or 75 POINTS........................................................................................... 69

ARTICLE 3: MANEUVERABLIITY EVENT 60 or 75 points ........................................................................................................ 70

ARTICLE 4: SPECIALTY EVENTS 60 or 75 points ....................................................................................................................... 71

ARTICLE 5: ENDURANCE - 400 Points ............................................................................................................................................ 71

ARTICLE 6: COMPETITION PROCEDURES AND REGULATION - GENERAL ......................................................................... 75

ARTICLE 7: PADDOCK RULES ........................................................................................................................................................ 75

ARTICLE 8: DRIVING RESTRICTIONS ........................................................................................................................................... 76

ARTICLE 9: RULES OF CONDUCT .................................................................................................................................................. 76

ARTICLE 10: SPECTATOR RULES .................................................................................................................................................. 77

ARTICLE 11: MISCELLANEOUS ..................................................................................................................................................... 77

ARTICLE 12: SAFETY - TEAM RESPONSIBILITY ........................................................................................................................ 77

PART F: DESIGN AND COST SUBMISSON PROCEDURES........................................................................................................ 78

ARTICLE 1: ONLINE SUBMISSIONS .............................................................................................................................................. 78

ARTICLE 2: APPENDIX S- SAE TECHNICAL STANDARDS ........................................................................................................ 80


2015 E-BAJA SAE India Rules

Read the Rules, thoroughly!

Please be sure to reference the E-BAJA website - http://www.bajasaeindia.org for all updates.

Account Signup for Online Submission Teams must comply with certain requirements when registering at

www.bajasaeindia.org and submitting documents online.

PART A: ADMINISTRATIVE REGULATIONS

ARTICLE 1: BAJA SAE OVERVIEW

The BAJA SAE competition originated at the University of South Carolina in 1976, under the

direction of Dr. John F. Stevens. Since that time, the BAJA SAE Series has grown to become a premier

engineering design series for university teams.

A1.1 BAJA SAE Program Objective

BAJA SAE is an intercollegiate engineering design competition for undergraduate and graduate

engineering students. The object of the competition is to simulate real-world engineering design

projects and their related challenges. Each team is competing to have its design accepted for

manufacture by a fictitious firm. The students must function as a team to design, engineer, build, test,

promote and compete with a vehicle within the limits of the rules. They must also generate financial

support for their project and manage their educational priorities.

A1.2 E-BAJA Program Overview

E-BAJA is the concept of electric driven BAJA ATVs to lay emphasis on Electrical Mobility. As the

conventional BAJA is all about petrol driven ATVs, eBAJA vehicles will run on electricity and can be

recharged by solar power. They will be propelled by an electric motor powered by rechargeable battery

packs. The main concept of proposing this event with the new electric component is to highlight the

misconception that electric vehicle cannot perform better than conventional fuel. Hence we here abide to

bring the conceptual change and prove that ELECTRIC MOBILITY IS FUTURE.

A1.3 Design Subject

Each team's goal is to design and build a single-seat, all-terrain, sporting vehicle whose structure

contains the driver. The vehicle is to be a prototype for a reliable, maintainable, ergonomic, and

economic production vehicle which serves a recreational user market, sized at approximately 4000

units per year. The vehicle should aspire to market-leading performance in terms of speed, handling,

ride, and ruggedness over rough terrain and off-road conditions. Performance will be measured by

success in the dynamic events which are described in the E-BAJA SAE Rules, and are subject to

event-site weather and course conditions.

A1.4 Good Engineering Practices

Vehicles entered into E-BAJA SAE competitions are expected to be designed and fabricated in

accordance with good engineering practices.


ARTICLE 2: BAJA SAE SERIES

A2.1 The BAJA SAE Series will consist of seven competitions. Three competitions are held in North

America under the sponsorship of SAE:

BAJA SAE Kansas Hosted by Pittsburg State University

BAJA SAE Illinois Hosted by the Central Illinois Section

BAJA SAE UTEP Hosted by the University of Texas El Paso

BAJA SAE competitions held in Africa, Asia and South America are associated with SAE, but

organized and sponsored by their local hosts:

BAJA SAE Brazil Sponsored and hosted by SAE BRASIL

BAJA SAE Korea Sponsored and hosted by Yeungnam University

BAJA SAE South Africa Sponsored by Sasol and hosted by the Gerotek Test Facilities

BAJA SAE India Sponsored by Mahindra & Mahindra Ltd. and SAEINDIA and hosted by NATRiP.

A2.2 E-BAJA SAE competition have open registration policies and accept teams of university students

from India.

A2.2.1 Teams are required to visit www.saeindia.org/student-activities or www.bajasaeindia.org for the rules

pertaining E-BAJA SAE India Rules and for the dynamic events.

A2.3 Official Announcements and Competition Information

Teams are required to read the articles posted on the E-BAJA SAE India homepage

(www.bajasaeindia.org) published by E-BAJA SAE India Organizing Committee. Teams must also

be familiar with all official announcements concerning the competitions and rule interpretations

released by the E-BAJA SAE India Organizing Committee.

A2.4 Official Languages

The official language of the E-BAJA SAE Series is English. Document submissions, presentations

and discussions in English are acceptable at all competitions in the series.

Team members, judges, and officials at non-U.S. competition events may use their respective national

languages for document submissions, presentations and discussions if all the parties involved agree

to the use of that language.

BAJA SAE UTEP English

BAJA SAE Illinois English

BAJA SAE Kansas English

BAJA SAE Brazil English and Portuguese

BAJA SAE Korea English and Korean

BAJA SAE South Africa English

BAJA SAE India English and Hindi


ARTICLE 3: E-BAJA SAE INDIA RULES AND ORGANIZER AUTHORITY

A3.1 Rules Authority

The E-BAJA SAE India Rules are the responsibility of E-BAJA SAE India Organizing Committee

and are issued under the authority of E-BAJA SAE India Organizing Committee. Official

announcements from E-BAJA SAE India Organizing Committee shall be considered part of and have

the same validity as these rules. Ambiguities or questions concerning the meaning or intent of these

rules will be resolved by E-BAJA SAE India Organizing Committee during competition onsite.

A3.2 Rules Validity

The E-BAJA SAE India Rules posted on the E-BAJA SAE India website and dated for the calendar

year of the competition are the rules in effect for the competition. Rule sets dated for other years are

invalid.

A3.3 Rules Compliance

By entering in E-BAJA SAE India competition, the team members, faculty advisors and other

personnel of the entering university agree to comply with, and be bound by, the rules and all rules

interpretations or procedures issued or announced by E-BAJA SAE India Organizing Committee. All

team members, faculty advisors and other university representatives are required to cooperate with,

and follow all instructions from competition organizers, officials and judges.

A3.4 Understanding the Rules

Teams are responsible for reading and understanding the rules in their entirety for the competition in

which they are participating. The section and paragraph headings in these rules are provided to

facilitate reading: they do not fully explain all the paragraph contents.

A3.4.1 Loopholes

It is virtually impossible for a set of rules to be so comprehensive that it covers all possible questions

about the vehicles design parameters or the conduct of the competition. Please keep in mind that

safety remains paramount during E-BAJA SAE India, so any perceived loopholes should be resolved

in the direction of increased safety/ concept of the competition.

A3.5 Participating in the Competition

Teams, team members as individuals, faculty advisors and other representatives of a registered

university who are present on-site at a competition are considered to be participating in the

competition from the time they arrive at the event site until they depart the site at the conclusion of

the competition or earlier by withdrawing.

A3.6 Violations of Intent

The violations of the intent of a rule will be considered a violation of the rule itself. Questions about

the intent or meaning of a rule may be addressed to E-BAJA SAE India Organizing Committee or

Technical Inspectors.

A3.7 Right to Impound

E-BAJA SAE India Organizing Committee reserves the right to impound any on-site registered

vehicle at any time during a competition for inspection and examination by the organizers, officials

and technical inspectors.

A3.8 General Authority

E-BAJA SAE India Organizing Committee reserves the right to revise the schedule of any competition

and/or interpret or modify the competition rules at any time and in any manner that is, in their sole

judgment, required for the efficient operation of the event.


A3.9 Penalties

Organizers have the right to modify the penalties listed in the various dynamic event descriptions (part

D) to better reflect the design of their event courses, the course lengths or any special conditions

unique to the site. The standard dynamic event penalties in these rules are default values that will be

applied unless there is a change by the organizer.

A3.10 SAE Technical Standards Access

A list of accessible SAE Technical Standards can be found in Appendix S.

ARTICLE 4: INDIVIDUAL PARTICIPATION REQUIREMENTS

A4.1 Eligibility Limits

Eligibility is limited to undergraduate students to ensure this is an engineering competition rather than

a race. Individual members of teams participating in this competition must satisfy the following

requirements:

A4.2 Student Status

Team members must be enrolled as degree seeking undergraduate student in a college or university.

Team members who have already graduated prior to the competition (Feb. 2015) are NOT eligible to

participate.

A4.3 Society Membership

Team members must be members of SAE or an SAE affiliate society. Proof of membership, such as

a membership card, is required at the event. Those interested may join SAE at: www.sae.org/students

and SAEINDIA at: www.saeindia.org .

A4.4 Age

Team members must be at least eighteen (18) years of age at the time of the competition.

A4.5 Drivers License

Team members who will drive a competition vehicle at any time during a competition must hold a

valid, government issued drivers license. This will be required onsite for proof.

A4.6 Liability Waiver

All on-site participants and faculty are required to sign a liability waiver upon registering on-site.

A4.7 Insurance

Individual medical and accident insurance coverage is required and is the sole responsibility of the

participant.

A4.8 Individual Registration Requirements ACTION REQUIRED

A4.8.1 All participating team members and faculty advisors must be sure that they are individually linked to their

respective school/university on the SAEINDIA website through their teams profile page for each event they are participating in.


A4.8.2

A team can have a maximum of 25 and a minimum of 05 eligible members. The team having less than 05

and more than 25 members should not register, and if registered will not be allowed to participate.

NOTE: Teams are advised to take proper care while forming the team and refrain from further modification

at a later date. Any change in team composition i.e. addition of new members or deletion of old members

is NOT ALLOWED after the results of Virtual E-BAJA is declared. Any exceptional cases like death,

natural calamity etc. could be dealt with separately. For such cases a letter of declaration is due from the

institution head on institution letter head. Backing-out or withdrawal of any member from the team, due to

any reason other than exceptional ones mentioned above, is NOT allowed and entire team will be

responsible for consequences, if any, arises due to this.

A4.8.3 If you are not an SAE member, go to www.sae.org and select the Join SAE/Membership Renewal link

under Quick links, and then select the Join SAE link in the top right column. Students will need to

select the Student Membership link and then follow the series of questions that are asked. Faculty

members who wish to become SAE members should choose the Professional Membership link. Please

note all student participants must be SAE members to participate in the events; this is not mandatory for

faculty advisors. Faculty members who wish to become SAE members should choose the Professional

Membership link

.

ARTICLE 5: FACULTY ADVISOR

A5.1 Faculty Advisor Status

Each team is expected to have a Faculty Advisor appointed by the university. The faculty advisor is

expected to accompany the team to the competition and will be considered by competition officials

to be the official university representative.

A5.2 Responsibilities

Faculty Advisors are expected to advise their teams on general engineering and engineering project

management theory.

A5.3 Limitations

Faculty advisors may not design any part of the vehicle nor directly participate in the development of

any documentation or presentation.

Faculty Advisors may neither fabricate nor assemble any components nor assist in the preparation,

maintenance, testing or operation of the vehicle.

Faculty Advisors are not allowed to participate during technical inspection, cost audit or design

presentations. The team captain or other designated members of the team must do all the presenting

although Faculty Advisors may silently observe.

In brief Faculty Advisors may not design, build or repair any part of the vehicle.

ARTICLE 6: ELIGIBILITY VEHICLES

A6.1 Student Created

The vehicle and associated documentation must be conceived, designed and fabricated by the team

members without direct/ indirect involvement from professional engineers, faculty or professionals

in the off-road and racing communities. Proof of manufacturing location will be essentially required

to be furnished by the teams on-site upon being so asked for by the officials.


A6.2 Professional Fabrication Limits

1. Only those teams, whose management gives an undertaking to allow them to use the workshop

facilities, would be allowed to participate without exception. Also teams need to submit a list of

facilities / equipments in operating condition with the college facilities which will be used to

fabricate & assemble the vehicle as per design presented in Virtual E-BAJA SAE India event.

2. During the actual manufacturing and fabrication process, the video clips that cover students

working in college facility need to be taken and written in a CD, to be furnished anytime

throughout the course of project. The clip is required to cover each of the manufacturing processes

carried out in college.

3. Extensive use of readymade subassemblies may invoke penalties. Vehicles, which have been

professionally fabricated, may be penalized up to 400 points or even disqualified from the

competition. The decision of the organizers committee in this regard will be final. The registration

fee would NOT be returned in such case.

A6.3 Kit Vehicles Prohibited

Vehicles fabricated from a kit or published designs are ineligible to compete.

A6.4 Prefabricated Subassemblies

These rules do not exclude the use of prefabricated or modified sub-assemblies. Extensive use of

readymade subassemblies may invoke penalties. List of pre-fabricated parts allowed are shock

absorbers, spring, brake drum, brake disc, brake calipers and brake holding assembly, master cylinder,

steering gear box, steering column, steering wheel, wheel rims & tires, seat frame, tie rod ends.

Engine, fuel tank and exhaust system - complete assembly supplied from B&S to be used. All other

parts need to be fabricated in house and not allowed to outsource from professional manufactures/

designers.

ARTICLE 7: REGISTRATION

A7.1 Registrations for E-BAJA SAE India event held in India must be completed online. Online

registration must be done by either (a) An SAE member or (b) the official faculty advisor connected

with the university and recorded as such in the SAE record system.

A7.2 Entries per university-Registration for E-BAJA SAE India competition allows a maximum of 1

(ONE) vehicle per college / university location.

To begin at 10:00 am IST on April 1st 2014.

A7.3 Registration Limit

There is no limit to number of registrations for E-BAJA SAE India.

A7.4 Registration Dates

Teams must register for E-BAJA SAE India competition they intend to enter by the specified date on

the action deadline webpage www.bajasaeindia.org . Registration dates are available online.

A7.5 Registration Fees

The registration fee for E-BAJA SAE India must be paid by challan form at the time of registration.

Registration fees may not be paid by any other means. Registration fees are NOT refundable or

transferable. Challan form can be downloaded from http://www.bajasaeindia.org/downloads.html.


A7.6 Withdrawals

Registered teams that find that they will not be able to attend the competition are requested to officially

withdraw by notifying the following no later than (2) weeks before the event. E-BAJA SAE India

event withdrawals: [email protected] .

ARTICLE 8: RULES QUESTIONS

A8.1 Questions

By submitting a question to E-BAJA SAE India, you and your team agree that both your question and

the Committees answer can be reproduced and distributed by SAE, in both complete and edited

versions, in any medium or format anywhere in the world.

A8.2 Question Types

E-BAJA SAE India Organizing Committee will answer questions that are not already answered in the

rules or FAQs or that require new or novel rule interpretations. The committee will not respond to

questions that are already answered in the rules. For example, if a rule specifies a minimum dimension

for a part the committee will not answer questions asking if a smaller dimension can be used.

A8.3 Question Submission

An electronic question submission system is being developed for the Indian competition with the

instructions to be published on www.bajasaeindia.org. It will be done through clicking Submit a

Rules Question" on the Quick Links menu on the right." Currently, the questions can be sent to the

official Email ID [email protected].

A8.3.1 Question Documentation

Teams submitting questions are required to bring copies of the questions and answers with them to

technical inspection.

A8.4 Response Time

Please allow a minimum of two (2) weeks for a response. Organizing Committee will respond as

quickly as possible, however responses to questions presenting new issues, or of unusual complexity,

may take more than two weeks.

NOTE: Please keep in mind that final operating approval of an--- E-BAJA SAE India vehicle can

only be given on site at the competition.

A8.5 Event Related Questions

Questions pertaining to the operation and schedules of E-BAJA SAE India competition should be

emailed to [email protected].

ARTICLE 9: PROTESTS

It is recognized that hundreds of hours of work have gone into fielding a vehicle. In the heat of

competition, emotions peak and disputes can arise. E-BAJA SAE India Organizing Committee will

make every effort to fully review all questions and resolve problems quickly and efficiently.

A9.1 Preliminary Review Required

If a team has a question about scoring, judging, policies or any official action it must be brought to

the E-BAJA SAE India Organizing Committees attention for an informal preliminary review before

a protest can be filed.


A9.2 Cause for Protest

A team may protest any rule interpretation, score or official action (unless specifically excluded from

protest) which they feel has caused some actual, non-trivial harm to their team, or has had a

substantive effect on their score. Teams may not protest rule interpretations or actions that have not

caused them any substantive damage.

A9.3 Protest Format and Forfeit

All protest must be filed in writing and presented to the E-BAJA SAE India Organizing Committee

by the team captain or a designated student team member. In order to have a protest considered, a

team must post a twenty five (25) point protest bond which will be forfeited if the protest is rejected.

A9.4 Protest Period

Protests concerning any aspect of the competition must be filed within one half hour (30 minutes) of

the end of the event to which the protest relates.

A9.5 Decision

The decision regarding any protest is final.

PART B: ELECTRICAL POWERTRAINS AND SYSTEMS

ARTICLE 1: ELECTRIC SYSTEM DEFINITIONS

B1.1 HIGH VOLTAGE (HV) AND LOW VOLTAGE (LV)

B1.1.1 Whenever a circuit has a potential difference where the nominal operation voltage is greater than 40V/60V DC

or 25V AC RMS it is defined as part of the High Voltage or tractive system.

B1.1.2 Low voltage is defined as any voltage below and including 40V/60V DC or 25V AC RMS

B1.1.3 The maximum permitted voltage that may occur between any two electrical connections is 48V/60V

B1.1.4 The tractive system accumulator is defined as all the battery cells or super-capacitors that store the electrical energy to be used by the tractive system.

B1.1.5 Accumulator segments are sub-divisions of the accumulator and must respect either a maximum voltage or energy limit. Splitting the accumulator into its segments is intended to reduce the risks associated with working

on the accumulator.

B1.2 GROUNDED LOW VOLTAGE AND TRACTIVE SYSTEM

B1.2.1 The tractive system of the car is defined as every part that is electrically connected to the motor(s) and tractive system accumulators.

B1.2.2 The grounded low voltage (GLV) system of the car is defined as every electrical part that is not part of the tractive system

B1.2.3 The tractive system must be completely isolated from the chassis and any other conductive parts of the car.

B1.2.4 The tractive-system is a high-voltage system by definition, see B1.1.1.

B1.2.5 The GLV system must be a low-voltage-system, see B1.1.2.


B1.2.6 The GLV system must be grounded to the chassis.

B1.2.7 The entire tractive and GLV system must be completely galvanic separation.

B1.2.8 The border between tractive and GLV system is the galvanic isolation between both systems. Therefore some components, such as the motor controller, may be part of both systems.

B1.2.9 All components in the tractive system must be rated for the maximum tractive system voltage.

B1.2.10 The tractive system motor(s) must be connected to the accumulator through a motor controller (Traction Controller). Bypassing the control system and connecting the tractive batteries directly to the motor(s) is

prohibited.

B1.2.11 The GLV system must be powered up using a specified procedure before it is possible to activate the tractive system, see B4.11. Furthermore, a failure causing the GLV system to shut down must immediately deactivate

the tractive system as well.

ARTICLE 2 TRACTIVE SYSTEM - POWERTRAIN

B2.1 COMPULSORY eKIT and OPTIONAL eKIT

B2.1.1 All the teams participating in eBAJA 2014 will be provided with Compulsory eKIT and shall be provided with

optional eKIT.

B2.1.2 The compulsory eKIT shall comprise of Traction Motor; Traction controller and Single Speed transmission.

Compulsory Kit


B2.1.3 The Optional kit shall include Accumulator pack, Accumulator Management System, Charger Unit.

B2.1.4 The Traction motor shall be 48V, 350A, 54Nm torque, 11.5 Kw Peak power, with 9000 rpm max.

B2.2 POWER and VOLTAGE LIMITATION

B2.2.1 The Maximum power drawn from the battery must not exceed the 11.5Kw. This will be evaluating the energy

meter data.

B2.2.2 The maximum voltage in the tractive system must not exceed the voltage defined in B1.1.3. This will be

checked by evaluating the Energy Meter data.

B2.2.3 Violating these values will lead to disqualification for the entire dynamic event in which the violation occurred

e.g. if a violation occurs during one single acceleration run, the team will be disqualified for the complete

acceleration event.

B2.3 ACCELERATOR PEDAL

B2.3.1 The accelerator pedal must be a right-foot-operated foot pedal.

B2.3.2 The Traction Motor controller must be actuated by a foot pedal

B2.3.3 The foot pedal must return to its original, rearward position when released. The foot pedal must have positive stops at both ends of its travel, preventing the mounted sensors from being damaged or overstressed.

ARTICLE 3 TRACTIVE SYSTEM - ENERGY STORAGE

B3.1 ALLOWED TRACTIVE SYSTEM ACCUMULATORS

B3.1.1 The Accumulator must be of 48V Nominal, 160 Ah Batteries.

B3.1.2 It is recommended to use 3.2V Cell blocks, with maximum of 16 blocks and 54V

B3.1.3 The following accumulators are acceptable; OEM Batteries (e.g. lithium-ion batteries, NiMH batteries, lead acid batteries, Lithium Iron Phosphate batteries and many other rechargeable battery chemistries)

B3.1.4 The following accumulators are not permitted; molten salt batteries, thermal batteries, fuel cell, atomic and flywheel mechanical batteries, capacitors, such as super caps or ultra-caps.

B3.1.5 Accumulators Manufacturers data sheets showing the rated specification of the accumulator cell(s) which are used must be provided in the Design Calculations along with their number and configurations.

B3.2 TRACTIVE SYSTEM ACCUMULATOR CONTAINER GENERAL REQUIREMENTS

B3.2.1 All Batteries which store the tractive system energy will be built into accumulator segments and must be enclosed in (an) accumulator container(s)

B3.2.2 If spare accumulators are to be used then they all must be of the same size, weight and type as those that are replaced. Spare accumulator packs must be presented at Electrical Tech Inspection.


B3.2.3 If the accumulator container(s) is not easily accessible during Electrical Tech Inspection, detailed pictures of the internals taken during assembly must be provided. If the pictures do not adequately depict the accumulator, it

may be necessary to disassemble the accumulator to pass Electrical Tech Inspection.

B3.2.4 Each accumulator container must be easily accessible and removable from car while respecting the rules.

B3.2.5 Enclosure should be such that it allows exit of driver within 5 sec in case of fire.

B3.3 TRACTIVE SYSTEM ACCUMULATOR CONTAINER - ELECTRICAL CONFIGURATION

B3.3.1 If the container is made from an electrically conductive material, then the poles of the accumulator segment(s) and/or cells must be isolated from the inner wall of the accumulator container with an insulating material that is

rated for the maximum tractive system voltage. All conductive surfaces on the outside of the container must

have a low-resistance connection to the GLV system ground, see article on Grounding. Special care must be

taken to ensure that conductive penetrations, such as mounting hardware, are adequately protected against

puncturing the insulating barrier.

B3.3.2 Every accumulator container must contain at least one fuse and at least two accumulator isolation relays,

B3.3.3 Maintenance plugs, additional contactors or similar measures have to be taken to allow electrical separation of the internal cell segments such that the separated cell segments contain a maximum static voltage 60VDC. The

separation must affect both poles of the segment.

B3.3.4 This separation method must be used whenever the accumulator containers are opened for maintenance and whenever accumulator segments are removed from the container. Maintenance plugs requiring tools to separate

the segments will not be accepted. Maintenance plugs must include a positive locking feature which prevents

the plug from unintentionally becoming loose.

B3.3.5 Each segment must be electrically insulated by the use of suitable material between the segments in the container and on top of the segment to prevent arc flashes caused by inter segment contact or by parts/tools

B3.3.6 Accidentally falling into the container during maintenance for example. Air is not considered to be a suitable insulation material in this case.

B3.3.7 The Accumulator Isolation Relays (AIRs) and the main fuse must be separated with an electrically insulated and fireproof material from the rest of the accumulator. Air is not considered to be a suitable insulation material in

this case.

B3.3.8 Contacting / interconnecting the single cells by soldering in the high current path is prohibited. Soldering wires to cells for the voltage monitoring input of the AMS is allowed, since these wires are not part of the high current

path.

B3.3.9 Every wire used in an accumulator container, no matter whether it is part of the GLV or tractive system, must be rated to the maximum tractive system voltage.

B3.3.10 Each accumulator container must have a prominent indicator, such as an LED that will illuminate whenever a voltage greater than 40V/60VDC is present at the vehicle side of the AIRs. Alternatively an analogue voltmeter

may be used.

B3.3.11 The voltage being present at the connectors must directly control the indicator using hard wired electronics (no software control is permitted). Activating the indicator with the control signal which closes the AIRs is not

sufficient.


B3.3.12 The accumulator voltage indicator must always work, e.g. even if the container is disconnected from the GLVS or removed from the car and carried around.

B3.3.13 Do not short circuit the battery terminals in any situation.

B3.3.14 Do not discharge new batteries. It must be fully charged at first.

B3.3.15 Do not remove safety valve on the batteries.

B3.3.16 Do not install terminal connector with violent force to prevent damage of terminal screws. Apply only specified torque.

B3.3.17 Check accessories like strap jigs, washers, terminal connectors, etc. before discharging of battery.

B3.3.18 Provide rubber insulation to the terminals of battery pack/ section of batteries.

B3.3.19 All connections on battery should be done by wearing safety gloves and insulated tools.

B3.3.20 Only specified torque should be used to tighten the battery connections as over or under torque may damage the battery terminals.

B3.4 TRACTIVE SYSTEM ACCUMULATOR CONTAINER - MECHANICAL CONFIGURATION

B3.4.1 All accumulator containers must be rugged and rigidly mounted to the chassis to prevent the containers from loosening during the dynamic events or possible accidents. If fasteners are used for mounting an accumulator

container, they have to comply with PART C, ARTICLE 9.

B3.4.2 The mounting system must be designed to withstand forces from a 20g deceleration in the horizontal plane and 10g vertical deceleration. The calculations/tests proving this must be included in the SES.

B3.4.3 All accumulator containers must lie within the frame.

B3.4.4 All accumulator containers must be protected from side or rear impact collisions by structure equivalent to that defined in C5.3 and must be included in the SES. Note: The container must not form part of the equivalent

structure.

B3.4.5 The accumulator container must be built of mechanically robust material.

B3.4.6 The container material must be fire resistant according to UL94-V0, FAR25 or equivalent.

B3.4.7 The cells and/or segments must be appropriately secured against loosening inside the container and to withstand a 20g deceleration in the horizontal plane and 10g in the vertical direction. Simple calculations must be included

in the ESF to justify the chosen design.

B3.4.8 The accumulator segments contained within the accumulator must be separated by an electrically insulating barrier such that for LiFePO4 chemistries each segment as defined by B3.3.3 is physically separated.

For all other cell chemistries barriers must also be fire resistant (according to UL94-V0, FAR25 or equivalent)

and must further subdivide the accumulator into 6MJ segments if this is not already met by the separation due to

the 120VDC voltage limit and each segment should be separated by 5mm at least.

NOTE: The contained energy of a stack is calculated by multiplying the maximum stack voltage with the

nominal capacity of the used cell(s).


B3.4.9 Holes, both internal and external, in the container are only allowed for the wiring-harness, ventilation, cooling or fasteners. External holes must be sealed according to B4.6

B3.4.10 The container must be completely closed at all times, when mounted to the car and also when dismounted from the car without the need to install extra protective covers. Openings for ventilation should be of a reasonable

size, e.g. completely open sidepods containing accumulators are not allowed.

B3.4.11 A sticker with an area of at least 750mm and a red or black lightning bolt on yellow background or red lightning bolt on white background must be applied on every accumulator container. The sticker must also

contain the text High Voltage or something similar if the accumulator voltage is greater than 40V/60VDC.

B3.4.12 Any accumulators that may vent an explosive gas must have a ventilation system or pressure relief valve to prevent the vented gas from reaching an explosive concentration.

B3.4.13 Every accumulator container which is completely sealed must also have a pressure relief valve to prevent high-pressure in the container

B3.5 ACCUMULATOR ISOLATION RELAY(S) (AIR)

B3.5.1 In every accumulator container at least two isolation relays must be installed.

B3.5.2 The accumulator isolation relays must open both poles of the accumulator. If these relays are open, no HV may be present outside of the accumulator container.

B3.5.3 The isolation relays must be of a normally open type.

B3.5.4 The fuse protecting the accumulator tractive system circuit must have a rating lower than the maximum switch off current of the isolation relays.

B3.5.5 The accumulator isolation relays must not contain mercury.

B3.6 ACCUMULATOR MANAGEMENT SYSTEM (AMS)\ BATTERY MANAGEMENT SYSTEM (BMS)

B3.6.1 Each accumulator must be monitored by an accumulator management system whenever the tractive system is active or the accumulator is connected to a charger. For battery systems this is generally referred to as a battery

management system (BMS).

B3.6.2 The AMS must continuously measure the cell voltage of every cell, in order to keep the cells inside the allowed minimum and maximum cell voltage levels stated in the cell data sheet. If single cells are directly connected in

parallel, only one voltage measurement is needed.

B3.6.3 The AMS must continuously measure the temperatures of critical points of the accumulator to keep the cells below the allowed maximum cell temperature bound stated in the cell data sheet. Temperature sensors must be

directly in contact with the cells.

B3.6.4 For centralized AMS systems (two or more cells per AMS board), all voltage sense wires to the AMS must be protected by fusible link wires or fuses so that any the sense wiring cannot exceed its current carrying capacity in the event of a short circuit. The fusing must occur in the conductor, wire or pcb trace which is directly

connected to the cell tab.

B3.6.5 Any distributed AMS system (one cell measurement per board) where the sense wire connections at the board are >5mm does not need additional fusing if the board is protected from short circuit and the connection to the


AMS is also protected. If these conditions are not met then the positive cell terminal must be protected with a

fusible link wire.

B3.6.6 Where required, the fusible link wire can form the entire sense wire or a section of the sense wire. If the fusible link wire forms a section of the sense wire then the gauge of the fusible link wire must be sized appropriately to

protect the remaining part of the voltage sense wire from currents above its continuous current rating. If any of

these fusible link wires are blown or if the connection to measure the cell voltage is interrupted in any other way

then this must be detected by the AMS and must be reported as a critical voltage problem.

NOTE 1: If a fusible link wire is required and the resistance of the connection from the AMS board to the cell for the voltage measurement is too high, then this can affect the AMS voltage measurement especially during

cell balancing and charging, therefore an appropriately large gauge wire must be used.

NOTE 2: A fusible link wire works such that when an over current event occurs, the conductor within the link is

melted while the ensuing flame and spark is contained within the link's insulation. Specific products can be

purchased which perform this function.

B3.6.7 Any GLV connection to the AMS must be galvanically isolated from the tractive system, including any connections to external devices such as laptops.

B3.6.8 For lithium based cells except for LiFePO4, the temperature of at least 30% of the cells must be monitored by the AMS. The monitored cells have to be equally distributed within the accumulator container(s).

NOTE: It is acceptable to monitor multiple cells with one sensor, if this sensor has direct contact to all

monitored cells.

B3.6.9 The AMS must shutdown the tractive system by opening the AIRs, if critical voltage or temperature values according to the cell manufacturers datasheet and taking into account the accuracy of the measurement system are detected. If the AMS does perform a shutdown then a red LED marked AMS must light up in the cockpit to

confirm this.

B3.6.10 AMS should sustain vibration and must be tightly fastened to the body of the vehicle.

B3.6.11 AMS should follow IP67 i.e no dust or water entry.

NOTE: It is strongly recommended to monitor every cell temperature.

B3.7 GROUNDED LOW VOLTAGE SYSTEM (


B3.7.7 Non-recharging batteries, Batteries which are not recharged by an Traction Motor \ alternator may power only

safety items (brake light, reverse light and alarm) and instrumentation (driver display, data acquisition), and may

not power any control or actuation function in the drive-train, steering and suspension systems.

B3.7.8 NOTE: Instrumentation that is used to relay data back to driver or pits must be included in the cost report. If no live feedback is provided then it does not need to be included in the cost report.

B3.7.9 NOTE: All instrumentation must be included in the cost report.

B3.7.10 Batteries must be able to provide power to safety items (brake light, reverse light and alarm) for the duration of each event.

B3.7.11 Vehicles will be black flagged if safety equipment is not functioning.

B3.7.12 The batteries must be factory sealed (incapable of being opened or serviced) and not leak in the event of a roll over.

B3.7.13 Kill Switches \ Master Switches Each vehicle must be equipped with two (2) easily accessible kill switches turning off the ignition. The Kill switch must not de-energize the Brake Light and Reverse Light. Refer Article

5: Shut Down Circuit & Systems

B3.7.14 Kill Switch Type The kill switches must be one of the following:

(A) 01-171 Ski-Doo kill switch available at http://www.mfgsupply.com/m/c/01-171.html?id=UxSI4Vzn

(B) After market WPS#27-0152 or 27-0124

http://www.parkeryamaha.com/index.asp?PageAction=PRODSEARCH&txtSearch=27-0152&Page=1

(C) A Stock Polaris # 4110106

B3.7.15 Kill Switch Locations and Orientation (A) Cockpit Switch The cockpit switch must be located in the front of the cockpit within easy reach of the driver with the safety harness tight. The switch may not be mounted

on a removable steering wheel assembly.

B3.7.16 (B) External Switch The external switch must be mounted on the drivers right side of the vehicle, on a panel generally perpendicular (it can be mounted between the RRH and FAB tubes) to the firewall (+/15 degrees)

between RRH and Rear Bracing within the red area, (Fig 2) and behind the plane of the RRH. The switch cannot

be more than 178 mm (7 in) vertically below point. BR. The switch must be within easy reach of track workers,

the switch must be mounted rigidly, with no sharp edges nearby. It must not be necessary to reach inside the roll

cage to actuate the switch.

Figure 1


Sample Mountings Note: The kill switches must be mounted using the outer cases. If they are mounted using

adhesive on the back cover the switch will fail.

B3.7.17 Wiring All wiring must be sealed, protected and securely attached.

B3.7.18 The vehicle must be equipped with a red brake light that is SAE S or U rated or it must be equal to or exceed these standards (e.g.: OEM brake light assemblies)/ AIS and ISI rated brake lights are also permitted. They must

be clearly visible and appear bright in daylight. The brake light must be mounted at a minimum of 1 meter (39.4

in) above the ground. Light must be mounted such that it shines parallel to the ground, not up at an angle, up to a

distance of 10 meters.

B3.7.19 Brake Light Switch The brake light must be activated by hydraulic pressure switches. Each independent brake hydraulic circuit must be equipped with a brake light switch, so that no brake, including cutting brakes may be

activated without lighting the brake light. This means each vehicle is required to have a minimum of two (2)

hydraulic pressure switches.

B3.7.20 Note: Push style or momentary switches are not allowed.

B3.7.21 Reverse Light and Alarm Vehicles with reverse must be equipped with a backup light marked with an SAE R on the lens and be equal to, or exceed the SAE standard J759. The reverse light must be mounted at a minimum

of 70 cm (27.6 in) above the ground. Vehicles with reverse must also be equipped with a backup alarm. The alarm

must be rated per SAE standard J1741 or J994 and sound whenever the vehicle is in reverse. An example of an

acceptable backup alarm is available at www.waytekwire.com, part #48001 and part #48020. OEM reverse light

and alarm assembly are also acceptable with proper documentation.

B3.7.22 The reverse alarm shall be mounted at a minimum of 70 cm above the ground and at aft of the vehicles RRH and firewall.

ARTICLE 4: TRACTIVE SYSTEM GENERAL REQUIREMENTS

B4.1 SEPARATION OF TRACTION SYSTEM AND GROUNDED LOW VOLTAGE SYSTEM

B4.1.1 The layout of electrical devices designed by the team must be documented accurately in the Design Specification\Electrical Specification Form.

B4.1.2 There must be no connection between the frame of the vehicle (or any other conductive surface that might be inadvertently touched by a crew member or spectator), and any part of any tractive system circuits.

B4.1.3 Tractive system and GLV circuits must be physically segregated such that they are not run through the same conduit, except for interlock circuit connections.

B4.1.4 GLV systems must not be included in the accumulator container except for required purposes, for example the AMS and AIR. The AMS should contain its own galvanic isolation. If this is not present within the AMS then

any connections between the AMS and the LV wiring outside of the accumulator must be galvanically isolated.

Any LV wiring within the accumulator and where appropriate its galvanic isolation must be described within the

ESF.

B4.1.5 Where both tractive system and GLV are present within an enclosure, they must be separated by insulating barriers made of moisture resistant, UL recognized or equivalent insulating materials rated for 150 C or higher

(eg Nomex based electrical insulation), or maintain the following spacings through air, or over a surface (similar

to those defined in UL1741):

U < 100VDC 10 mm (0.4 inch) 100VDC < U < 200VDC 20 mm (0.75 inch) U > 200VDC 30 mm (1.2 inch)


B4.1.6 Spacing must be clearly defined. Components and cables capable of movement must be positively restrained to maintain spacing.

B4.1.7 If tractive system and GLV are on the same circuit board, they must be on separate, clearly defined areas of the board. Furthermore the tractive system and GLV areas have to be clearly marked on the PCB.

NOTE: The following spacing are related to the spacing between traces / board areas. If integrated circuits are

used such as opto-couplers which are rated for the respective maximum tractive system voltage, but do not

fulfill the required spacing, then they may still be used and the given spacing do not apply.

Required spacing are as follows:

Voltage Over Surface Thru Air

(Cut in board)

Under Coating

0-50VDC 1.6 mm (1/16) 1.6 mm (1/16) 1 mm

50-150VDC 6.4 mm (1/4) 3.2 mm (1/8) 2 mm

150-300VDC 9.5 mm (3/8) 6.4 mm (1/4) 3 mm

300-600VDC 12.7 mm (1/2) 9.5 mm (3/8) 4 mm

B4.1.8 Teams must be prepared to demonstrate spacings on team-built equipment. Information on this must be

included in the electrical system form. For inaccessible circuitry, spare boards or appropriate photographs must be

available for inspection.

B4.2 POSITIONING OF TRACTIVE SYSTEM PARTS

B4.2.1 All parts belonging to the tractive system including cables and wiring must be contained within the envelope of any part of the frame which is made from any regulated tubing defined in C5.3and/or an additional envelope of

tubing which meets the minimum specification defined in C5.3or equivalent, such that they are protected against

being damaged in case of a crash or roll-over situation.

B4.2.2 If tractive system parts are mounted in a position where damage could occur from a rear or side impact (below 350mm from the ground), for example motors at the rear of the car, they have to be protected by a fully

triangulated structure with tubes of a minimum outer diameter of 25.4mm and a minimum wall thickness of

1.25mm or equivalent see C5.3.

B4.2.3 In side or front view no part of the tractive-system can project below the lower surface of the frame or the monocoque, whichever is applicable.

B4.2.4 Additional regulations apply for accumulators, see B3.4.

B4.3 TRACTIVE SYSTEM FIREWALL

B4.3.1 The tractive system firewall must comply with the main firewall regulations as defined in C6.3 In addition a firewall must separate the driver compartment from all tractive system components.

Note: this includes any HV wiring.

B4.3.2 The firewall must be made from or coated with an electrically insulating material or there must be an electrically insulating barrier between all the tractive system components and the firewall.

B4.3.3 The firewall must be fire resistant according to UL94-V0, FAR25 or equivalent.

B4.3.4 The firewall must be puncture and scratch resistant.


B4.3.5 B4.4 applies, if a coated material is used, which is or may become conductive.

B4.3.6 HV cables should be color coded as orange.

B4.4 GROUNDING

B4.4.1 All electrically conductive parts of the vehicle (e.g. parts made of steel, (anodized) aluminum, any other metal parts, etc.) which are within 100mm of any tractive system or GLV component , and any driver harness

mounting points, seat mounting points and driver controls must have a resistance below 300 mohms (measured

with a current of 1A) to GLV system ground.

B4.4.2 All parts of the vehicle which may become electrically conductive (e.g. completely coated metal parts, carbon fiber parts, etc.) which are within 100mm of any tractive system or GLV component, must have a resistance

below 5 Ohm to GLV system ground.

B4.4.3 Electrical conductivity of any part may be tested by checking any point which is likely to be conductive, for example the driver's harness attachment bolt, but where no convenient conductive point is available then an area

of coating may be removed.

NOTE: Carbon fiber parts may need special measures such as using copper mesh or similar to keep

the ground resistance below 5 Ohms.

B4.4.4 All HV components should have a low contact resistance (i.e resistance between enclosure of HV components and ground) preferably below 1m.

B4.5 TRACTIVE SYSTEM MEASUREMENT POINTS (TSMP)

B4.6 TRACTIVE SYSTEM INSULATION, WIRING AND CONDUIT

B4.6.1 All parts, especially live wires, contacts, etc. of the tractive system need to be isolated by non-conductive material or covers to be protected from being touched. In order to achieve this, it must not be possible to touch

any tractive system connections with a 100 mm long, 6 mm diameter (4 x inch) insulated test probe when

the tractive system enclosures are in place.

B4.6.2 Non-conductive covers must prevent inadvertent human contact with any tractive system voltage. This must include crew members working on or inside the vehicle. Covers must be secure and adequately rigid. Body

panels that must be removed to access other components, etc. are not a substitute for enclosing tractive system

connections.

B4.6.3 Tractive system components and containers must be protected from moisture in the form of rain or puddles.

Note: A rating of IP65 is recommended for the rain test.

B4.6.4 Only insulation material that is appropriate for the expected surrounding temperatures may be used and this must have a minimum temperature rating of 90C. Using only insulating tape or rubber-like paint for

insulation is prohibited.

B4.6.5 All wires and terminals and other conductors used in the tractive system must be sized appropriately for the continuous tractive system current and the wires must be marked with wire gauge, temperature rating and

insulation voltage rating. Alternatively a serial number or a norm printed on the wire is sufficient if this serial

number or norm is clearly bound to the wire characteristics for example by a data sheet. The minimum

acceptable temperature rating for tractive system cables is 90C.


NOTE: Sizing of the conductors for the continuous tractive system current can take account of the RMS or average electrical current that will be used and the anticipated duration of time at maximum electrical

current.

B4.6.6 All tractive system wiring must be done to professional standards with appropriately sized conductors and terminals and with adequate strain relief and protection from loosening due to vibration etc.

B4.6.7 All tractive system wiring that runs outside of electrical enclosures must either be enclosed in separate orange non-conductive conduit or use an orange shielded cable. Except in the case where the tractive system wiring

runs in a fully enclosed container, the conduit or shielded cable must be securely anchored at least at each end

so that it can withstand a force of 200N without straining the cable end crimp, and must be located out of the

way of possible snagging or damage. Note: body work is not sufficient to meet this enclosure requirement.

Any shielded cable must have the shield grounded.

B4.6.8 All tractive system connections must be designed so that they use intentional current paths through conductors such as copper or aluminum and should not rely on steel bolts to be the primary conductor. The connections

must not include compressible material such as plastic in the stack-up.

B4.6.9 Tractive system wiring must be shielded against damage by rotating and / or moving parts.

B4.6.10 If external, un-insulated heat sinks are used, they must be properly grounded to the GLV System ground, see B4.4.

B4.6.11 Wiring that is not part of the tractive system must not use orange wiring.

B4.6.12 All electrical connections in the high current path of the tractive system that rely on screwed connections must have a positive locking mechanism.

B4.7 TRACTIVE SYSTEM ENCLOSURES

B4.7.1 Every housing or enclosure containing parts of the tractive system, except motor housings, must be labeled with (a) reasonably sized sticker(s) with a red or black lightning bolt on yellow background or red lightning

bolt on white background. The sticker must also contain the text High Voltage or something similar if the voltage is more than 40V/60VDC or 25VAC.

B4.7.2 If the housing material is electrically conductive or possibly electrically conductive, it must have a low-resistance connection to GLV system ground, see B4.4.

B4.8 HV DISCONNECT (HVD)

B4.8.1 It must be possible to disconnect at least one pole of the tractive system accumulator by quickly removing an unobstructed and directly accessible element, fuse or connector, in case of (a) stuck accumulator isolation

relay(s) for example. It must be possible to disconnect the HVD without removing any bodywork. The HVD

must be above 350mm from the ground and easily visible when standing behind the vehicle.

B4.8.2 It must be possible to remove the HVD within 10 seconds in ready-to-race condition. The team will have to demonstrate this during Electrical Tech Inspection. Being able to quickly disconnect the accumulator(s) from

the rest of the tractive system by its connector(s) will satisfy this rule.

B4.8.3 B4.6 remains valid, therefore a dummy connector or similar may be needed to restore the system's isolation.

B4.8.4 The HV Disconnect must be clearly marked with "HVD".

B4.8.5 If a tool is needed to open the HVD this tool must also be attached to the push bar.


B4.8.6 If no tools are needed to open the HVD, an interlock must activates the shutdown circuit and open the AIRs

when the HVD is removed.

B4.9 WIRING OF THE TRACTIVE SYSTEM SUPPLY

B4.9.1 All accumulator containers must be wired to a single point. It does not matter if they are wired in series or parallel, but all the power supplying the tractive system must flow through this single point and must pass the

energy meter position, see B4.10.

Figure 2

B4.9.2 No further energy storages are allowed beyond this point.

B4.10 ENERGY METER

B4.10.1 In the tractive system supply wires, see B4.9, a calibrated energy meter must be inserted at the competition. The energy meter is used to calculate the efficiency score by measuring the total energy being sourced by the

accumulator(s).

B4.10.2 The energy meter is sealed by the officials before the dynamic events. Any manipulation or broken seals of the energy meter result in at least a DNF for the efficiency scoring.

B4.10.3 The energy meter must be in an easily accessible location so that the recorded data can be quickly downloaded by the officials after the Endurance Event to calculate the efficiency score.

B4.11 ACTIVATING THE TRACTIVE SYSTEM

B4.11.1 The driver must be able to (re-)activate or reset the tractive system from within the cockpit without the assistance of any other person except for situations in which the AMS or IMD have shut down the tractive

system, see B5.1.4 and B5.1.5.

B4.11.2 Only closing the shutdown circuit must not set the car to ready-to-drive mode. The car is ready to drive as soon as the motor(s) will respond to the input of the torque encoder / acceleration pedal. Therefore additional

actions are required by the driver to set the car to ready-to-drive-mode e.g. pressing a dedicated start button,

after the tractive system has been activated. One of these actions must include the brake pedal being pressed as

ready-to-drive-mode is entered.

B4.11.3 The Tractive system should not be activated while charging is in progress

B4.11.4 The Tractive system should not be activated if the gear in not in neutral position

B4.11.5 The Tractive system should not be activated if the accelerator pedal is in pressed condition


B4.12 TRACTIVE-SYSTEM-ACTIVE LIGHT (TSAL)

B4.12.1 It must be clearly visible when the tractive system is set to active. The car is defined as active whenever the accumulator isolation relay is closed or the voltage outside the accumulator containers exceeds 40V/60V DC

or 25V AC RMS. For this the car must be equipped with a light mounted under the highest point of the main

roll hoop which lights if the car's tractive system is active and which is off when the tractive system is not

active, see definition above.

B4.12.2 The TSAL must be red.

B4.12.3 The TSAL must flash continuously with a frequency between 2Hz and 5Hz.

B4.12.4 The voltage being present within the tractive system must directly control the TSAL using hard wired electronics (no software control is permitted).

B4.12.5 It must not be possible for the driver's helmet to contact the TSAL.

B4.12.6 The TSAL must be clearly visible from every horizontal direction, except small angles which are covered by the main roll hoop, even in very bright sunlight.

B4.12.7 The TSAL must be visible by a person standing up to 3m away from the TSAL. The person's minimum eye height is 1.6m.

NOTE: If any official e.g. track marshal, scrutinizer, etc. considers the TSAL to not be easily visible during

track operations the team may not be allowed to compete in any dynamic event before the problem is solved.

B4.12.8 It is prohibited to mount other lights in proximity to the TSAL.

B4.13 READY-TO-DRIVE-SOUND

B4.13.1 The car must make a characteristic sound, once but not continuous, for at least 1 second and a maximum of 3 seconds when it is ready to drive.

B4.13.2 The car is ready to drive as soon as the motor(s) will respond to the input of the torque encoder / accelerator pedal.

B4.13.3 The sound level must be a minimum of 70dBA, fast weighting, in a radius of 2m around the car.

B4.13.4 The used sound must be easily recognizable. No animal voices, song parts or sounds that can be interpreted as offensive will be accepted.

ARTICLE 5: SHUTDOWN CIRCUIT AND SYSTEMS

B5.1 SHUTDOWN CIRCUIT

B5.1.1 The shutdown circuit directly carries the current driving the accumulator isolation relays (AIRs).

B5.1.2 The shutdown circuit consists of at least 2 master switches, 3 shut-down buttons, the brake-over-travel-switch, the insulation monitoring device (IMD), the inertia switch, the brake system plausibility device, all required

interlocks and the accumulator management system (AMS).

B5.1.3 If the shutdown circuit is opened/interrupted the tractive system must be shut-down by opening all accumulator isolation relay(s) and the voltage in the tractive system must drop to under 40V/60V DC or 25V

AC RMS in less than five seconds after opening the shutdown circuit. An explanatory schematic of the

required shutdown circuit, excluding possibly needed interlock circuitry, is shown below.


B5.1.4 If the shutdown circuit is opened by the AMS or the IMD the tractive system must remain disabled until being manually reset by a person directly at the car which is not the driver. Remote reset, for example via WLAN or

use of the two shutdown buttons or two master switches to reset the AMS or IMD is not permitted.

B5.1.5 It must not be possible for the driver to re-activate the tractive system from within the car in case of an AMS or IMD fault.

For example: Applying an IMD test resistor between HV+ and GLV system ground must deactivate the

system. Disconnecting the test resistor must not re-activate the system. The tractive system must remain

inactive until it is manually reset.

B5.1.6 All circuits that are part of the shutdown circuit have to be designed in a way, that in the de-energized/disconnected state they are open such that each circuit will remove the current controlling the AIRs.

B5.1.7 If the tractive system is de-activated while driving, the motor(s) has/have to spin free e.g. no brake torque must be applied to the motor(s).

B5.1.8 In order to offer additional protection to the AIRs, it is allowed to use a capacitor to hold the AIRs closed for up to 250ms after removing the current source that keeps them closed, such that the motor controller has some

opportunity to reduce the tractive current before the AIRs isolate the accumulator from the rest of the tractive

system.

B5.1.9 It must be possible to demonstrate that all features of the Shutdown circuit function correctly. It should be noted that this includes all interlocks.

B5.2 MASTER SWITCHES

B5.2.1 Each vehicle must have two Master Switches, the Grounded Low Voltage Master Switch (GLVMS) and the Tractive System Master Switch (TSMS).

B5.2.2 The GLVMS must completely disable power to the GLV System and must be direct acting, i.e. it cannot act through a relay or logic.

B5.2.3 The GLVMS must be located on the right side of the vehicle, in proximity to the Main Hoop, at the driver's shoulder height and be easily actuated from outside the car.

B5.2.4 The TSMS must be located next to the GLVMS and must open the shutdown circuit. The TSMS must be direct acting, i.e. it cannot act through a relay or logic, and must be the last switch before the AIRs except for

pre-charge circuitry. The TSMS must be fitted with a "lockout/tagout" capability to prevent accidental

activation of the tractive system. The electrical system officer must ensure that the TSMS is locked in the off

position whenever work is done on the vehicle.

B5.2.5 Both master switches must be of the rotary type, with a red, removable key, similar to the one shown in the explanatory shutdown circuit.

B5.2.6 The master switches must not to be easily removable, e.g. they must not be mounted onto removable body work.

B5.2.7 The function of both switches must be clearly marked with LV and HV. A sticker with a red or black lightning bolt on a yellow background or red lightning bolt on a white background must additionally mark the

Tractive System Master Switch.

B5.2.8 The ON position of both switches must be in the horizontal position and must be marked accordingly.


B5.3 SHUTDOWN BUTTONS

B5.3.1 As per B3.7. Vehicle shall be having minimum of two shut-down buttons must be installed on the vehicle.

B5.3.2 Pressing any one of the shut-down buttons must separate the tractive system from the accumulator block by opening the shutdown circuit

B5.3.3 The international electrical symbol consisting of a red spark on a white-edged blue triangle must be affixed in close proximity to this button.

B5.3.4 The shutdown buttons are not allowed to be easily removable, e.g. they must not be mounted onto removable body work.

Figure 3

(

O

P

T

I

O

N

A

L

)


ARTICLE 6: FUSING.

B6.1 FUSING

B6.1.1 All electrical systems (both low and high voltage) must be appropriately fused.

The continuous current rating of a fuse must not be greater than the continuous current rating of any electrical

component, for example wire, busbar, cell or other conductor that it protects.

B6.1.2 All fuses and fuse holders must be rated for the highest voltage in the systems they protect. Fuses used for DC must be rated for DC, and must carry a DC rating equal to or greater than the system voltage.

B6.1.3 All fuses must have an interrupt current rating which is higher than the theoretical short circuit current of the HV system that it protects.

B6.1.4 If multiple parallel strings of batteries or capacitors are used then each string must be individually fused to protect all the components on that string. Any conductors, for example wires, busbars, cells etc conducting the

entire pack current must be appropriately sized for the total current that the individual fuses could transmit or

an additional fuse must be used to protect the conductors.

B6.1.5 Battery packs with low or non-voltage rated fusible links for cell connections may be used provided that:

1. A fuse rated at a current three times lower than the sum of the parallel fusible links and complying with Section B6.1.1 is connected in series, and

2. The accumulator monitoring system can detect an open fusible link, and will shut down the electrical system by opening HV contactors if a fault is detected.

3. Fusible link current rating is specified in manufacturers data or suitable test data is provided.

B6.1.6 Cells with internal over-current protection may be used without external fusing or fusible-links if suitably rated.

NOTE: Most cell internal over-current protection devices are low or non-voltage rated and conditions of

B6.1.6 will apply.

B6.1.7 The ESF must include all details of fuse and fusible link and internal over current protection including documentation from manufacturer for the particular series and parallel configuration, and string voltage.

ARTICLE 7: HIGH VOLTAGE PROCEDURES & TOOLS

B7.1 WORKING ON TRACTIVE SYSTEM ACCUMULATOR CONTAINERS

B7.1.1 Opening of or working on accumulator containers is only allowed in the charging area, see B7.2, and during Electrical Tech Inspection.

B7.1.2 Whenever the accumulator containers are opened the cell segments have to be separated by using the maintenance plugs, see B3.3.3.

B7.1.3 Whenever the Accumulator or tractive system is being worked on, only appropriate insulated tools may be used.

B7.1.4 Safety glasses with side shields must be worn by all participating team members when (a) parts of the tractive system are exposed while it is active, or (b) work is being done on the accumulators.


Figure 4

B7.2 CHARGING

B7.2.1 There will be a separated charging area on the event site. Charging tractive system accumulators is only allowed inside this area.

B7.2.2 Accumulators may be charged inside the car.

B7.2.3 It is also possible to charge the accumulators outside the car with a removable accumulator container.

B7.2.4 The accumulator containers or the car itself, depending on whether the accumulators are charged externally or internally, must have a label with the following data during charging: Team name and Electrical System

Officer phone number(s).

B7.2.5 NO WORK IS ALLOWED ON ANY OF THE CAR'S SYSTEMS DURING CHARGING, IF THE ACCUMULATORS ARE CHARGED INSIDE THE CAR.

B7.2.6 No grinding, drilling, etc. is allowed in the charging area.

B7.2.7 At least one team member who has knowledge of the charging process must stay with the accumulator(s) / car during charging.

B7.2.8 Moving accumulator cells and/or accumulator segment(s) around at the event site is only allowed inside a completely closed accumulator container.

B7.3 CHARGERS

B7.3.1 Charger shall be of 48V, 450 A with DC-DC converter, 400w Min.

B7.3.2 Only chargers presented and sealed at Electrical Tech Inspection are allowed. All connections of the charger(s) must be isolated and covered. No open connections are allowed.


B7.3.3 All chargers must either be accredited to a recognized standard e.g. CE or where built by the team they must be built to high standards and conform with all electrical requirements for the vehicle tractive system, for

example B4.1, B4.4 and B4.6 as appropriate.

B7.3.4 The charger must incorporate an interlock such that the connectors only become live if is correctly connected to the accumulator.

B7.3.5 HV charging leads must be orange

B7.3.6 When charging, the AMS must be live and must be able to turn off the charger in the event that a fault is detected.

B7.3.7 The charger must include a push type emergency stop button which has a minimum diameter of 25mm and must be clearly labeled.

B7.4 ACCUMULATOR CONTAINER HAND CART

B7.4.1 In case removable accumulator containers are used in order to accommodate charging, a hand cart to transport the accumulators must be presented at Electrical Tech Inspection.

B7.4.2 The hand cart must have a brake such that it can only be released using a dead man's switch, i.e. the brake is always on except when someone releases it by pushing a handle for example.

B7.4.3 The brake must be capable to stop the fully loaded accumulator container hand cart.

B7.4.4 The hand cart must be able to carry the load of the accumulator container(s).

B7.4.5 The hand cart(s) must be used whenever the accumulator container(s) are transported on the event site.

B7.5 Each team must present the following basic set of tools in good condition during technical inspection:

- Insulated cable shears

- Insulated screw drivers

- Multimeter with protected probe tips

- Insulated tools, if screwed connections are used in the tractive system

- Face Shield

- HV insulating gloves which are within test date

- 2 HV insulating blankets of at least 1.0m each

- Safety glasses with side shields for all team members that might work on the tractive system or accumulator

All electrical safety items must be rated for at least the maximum tractive system voltage.

B8.1 Electrical System Form (ESF)

B8.1.1 Prior to the event all teams must submit clearly structured documentation of their entire electrical system (including control and tractive system) similar to the SEF called electrical system form (ESF).

B8.1.2 The ESF must visualize the interconnection of all electric components including the voltage level, the topology, the wiring in the car and the construction and build of the accumulator(s).

B8.1.3 Teams must present data sheets with rated specifications for all tractive system parts used and show that none of these ratings are exceeded (including wiring components). This includes stress caused by the environment

e.g. high temperatures, vibration, etc.

B8.1.4 A template including the required structure for the ESF will be made available online.


B8.2 General Safety

B8.2.1 DOS

B8.2.1 Understand the HV System and risks associated

B8.2.2 Check for availability, ratings and condition of HV personal protective equipment (PPE)

B8.2.3 Always assume the HV components in the as LIVE as precautionary measure

B8.2.4 Always wear insulating gloves that are rated for the voltage and check for the integrity of gloves before using

B8.2.5 Wear rubber bottom shoes or appropriate insulating shoes while working on HV system

B8.2.6 Maintain the PPEs properly and service the PPEs regularly to ensure their integrity

B8.2.7 Check for the presence of fire extinguishers (dry powder or CO2 type, ABC type) and know the nearest exit

routes for emergency exit before start work on HV system

B8.2.8 Always keep first-aid kit within access to work area

B8.2.9 Mark the working area with caution tapes and put up warning signs in the work area with HV warnings.

B8.2.10 Place insulation mats and stand on it when working on HV components and especially working on any live

components.

B8.2.11 Before start of work check for any potential electrical hazards in the work area and check all grounds or for

any loose objects, wires that anyone might trip over and de-clutter the area

B8.2.12 In emergency, use emergency disconnect switch to bring vehicle to stand still

B8.2.13 Check the equipment/ component or vehicle before start of the work and ensure no-one else is working on the

system

B8.2.14 Use only insulated tools and measurement equipment that are rated for the voltage and current specified

B8.2.15 All the measurement equipment and tools should be protected from moisture and water. The measurement

equipment and should be checked for its working condition before it is used and replaced any damaged tools.

B8.2.16 Measurement equipment should be properly calibrated, serviced and properly maintained

B8.2.17 Wear gloves and touch the HV component with the back of the hand first before start of work to check for

electric shocks. Touching with back of the hand will make it easy to withdraw if there is a shock.

B8.2.18 Read and understand the equipments their SOP before using any equipment

B8.2.19 While working on hybrid vehicle, turn the ignition keys off before starting any work on HV system.

B8.2.20 De-energize the equipment/component at least twice before beginning work on the HV system

B8.2.21 If possible keep one hand free while working on the HV system

B8.2.22 Wait for at least 5 mins after de-energizing before start of work on HV component

B8.2.23 Secure open connection, wires etc. with insulation tapes while not working

B8.2.24 Before energizing the system check if anyone else is working in vicinity and warn them

B8.2.25 Ensure that all HV connectors are properly secured and no leaks are present in system

B8.2.26 Stop working on a HV system if hazar

2015_eBaja SAE India RuleBook

Documents

baja sae series

baja sae overview

tractive system powertrain

rules questions

electric system definitions

organizer authority

high voltage procedures

administrative regulations