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INTRODUCTION
The goal of the ESF is to ensure that vehicles are as safe as possible, and that they comply with the
Formula-Hybrid completion rules. The ESF is divided seven main sections:
1 – Overview
2 – Cables, Fusing & Grounding
3 – Isolation & Insulation
4 – Electric Tractive System
5 – Accumulator System
6 – Safety Controls and Indicators
7 – GLV System
The Cables and Fusing, and Insulation and Isolation sections are at the beginning of the ESF as
these are the areas where teams most often have trouble in complying with FH rules.
A clear, concise ESF will help you to build a better car. It will also help you to pass tech testing as
most common tech problems can be addressed before the car reaches the track.
REVIEW PROCESS
Once submitted, your ESF will be reviewed by at least two FH reviewers. One will be the designated
primary reviewer for your team.
Feedback on your ESF occurs through the Formula Hybrid upload system. You will receive emails
via this system from your reviewers offering guidance and feedback. You will also submit revised
versions of your ESF in this system. When you submit a revised ESF, please indicate the REVISION
DATE AND LETTER (starting with Letter A) and which sections have been updated in the following
table:
REVISION DATE:
REVISION: (A, B, C, etc…)
1 – Overview
2 – Cables and Fusing
3 – Insulation and Isolation
4 – Electric Tractive System
5 – Accumulator System
6 – GLV System
7 – Safety Controls and Indicators
8 – Appendices / Datasheets
e-mail: apozoarr@hawk.iit.edu
GLV System.................................................................................................. 56
7.1 GLV System Data ........................................................................................................... 56
7.2 Electronic control unit ...................................................................................................... 57
Appendices .................................................................................................. 58
8.1 IMD specs and datasheet ................................................................................................ 59
8.2 Nomex paper specifications ............................................................................................ 61
8.3 Cell data – A123.............................................................................................................. 62
8.4 Analog to Digital Converter ............................................................................................. 63
8.5 Torque encoder – rotary potentiometers.......................................................................... 64
8.6 Brake sensor ................................................................................................................... 65
8.7 Motor controllers: AMC DPCANIE-100A400 .................................................................... 66
8.8 Accumulator isolation relays ............................................................................................ 67
8.9 Accumulator and Motor controller fuses .......................................................................... 68
8.10 Time delay relay: AUTOMATION DIRECT ST7P-2DE5S-ADC ....................................... 69
8.11 Omron relays: OMRON G2RL-2-24V .............................................................................. 70
8.12 Power resistors for pre-charge/discharge circuit: TE HSA50 1kΩ .................................... 72
8.13 DC/DC Converter 300V-to-24V : VICOR POWER DCM300P240T600A40 ..................... 73
8.14 DC/DC Converter 300V-to-24V: AIMTEC AM10EW-11024S-NZ ..................................... 74
8.15 DC/DC Converter 24V-to-12V: GE EHHD010A0B HAMMERHEAD ................................ 75
8.16 DC/DC Converter 24V-to-24V: MURATA UWE-24/3-Q12P-C ......................................... 76
8.17 DC/DC Converter 24V-to-5V: GE EHHD010A0B HAMMERHEAD .................................. 78
8.18 Voltage regulator 12V-to-5V ............................................................................................ 79
8.19 Low voltage battery 24 V ................................................................................................. 80
8.20 Low voltage BMS ............................................................................................................ 81
8.21 Dashboard ...................................................................................................................... 82
8.22 Banana Jack specs ......................................................................................................... 83
Must be hyperlinked!
Must be hyperlinked!
AC Alternating current
ADC Analog to Digital Converter
AIR Accumulator Isolation Relay
AMS Accumulator Management System
AWG American Wire Gauge
BMS Battery Management System
BOTS Brake Over Travel Switch
CAN Control Area Network
DC Direct Current
DOD Depth of Discharge
DPDT Double Pole Double Throw
ECU Electronic Control Unit
FH Rules Formula Hybrid Rules
HV High Voltage
HVD High Voltage Disconnect
IC Integrated Circuit
GLV Grounded Low-Voltage
GLVMS Grounded Low-Voltage Master Switch
IMD Insulation Monitoring Device
MC Motor Controller
PCB Printed Circuit Board
RTDS Ready To Drive Sound
SDB Shut-Down Button
SDC Shut-Down Circuit
SMD Segment Maintenance Disconnect
SOC State of Charge
SPDT Single Pole Double Throw
SPST Single Pole Single Throw
TS Tractive System
TSEL Tractive System Energized Light
TSMP Tractive System Measurement Point
TSMS Tractive System Master Switch
TSV Tractive System Voltage
TSVP Tractive System Voltage Present
Vehicle is
☐ New (built on an entirely new frame)
☒ New, but built on a pre-existing frame (FSAE, FS, FH-HIP, FH electric-only, etc.)
☐ Updated from a previous year vehicle
Architecture
☐ Hybrid
☐ Series
☐ Parallel
Drive
☐ Front wheel
☐ Rear wheel
☒ All-wheel
Regenerative braking
☐ Front wheels
☐ Rear wheels
☒ All wheels
☐ None
The powertrain is based on a 4 wheel drive configuration. The motors are Brushless DC motors, in-
wheel, with no transmission. As shown in Figure 1 – Electrical System Block DiagramError!
Reference source not found., each motor is independently controlled with its own motor controller.
Power is provided by a battery back with a configuration 80s1p, composed of Lithium iron phosphate
(LiFePO4) cells. All the systems required by the rules are present in the design and will be covered
in detail. These systems, together with the battery pack, motor controllers and motors will
continuously monitored and controlled by the electronic control unit (ECU).
100A
MC 2 M
Fuse 30A
MC 3 M
Precharge/ 30A
discharge MC 4 M
24V (A IRs)
AMS Charger
A MS DO/ central plug
CAN
unit
2A
12V HVB
AIR 70k 70k
GLVMS
Signals (A MS DO) 24V (A IRs)
10A
CAN
12V/GND
TSMP LV bat
HVD
SB(R) LV battery (24V)
SB(L)
High Voltage Box (HVB) 24V
TS – Galvanic Isolation - GLV
10A
10A 5A Motor
HV DC/DC 1
controllers
12V
8A
DC/DC 5 Cooling
radiators
24V (TS VP )
1A
HV DC/DC 2 TSVP
IMD Fault
HV HV IMD 2A 24V
Shutdown circuit
2A 2A
24V
2A
24V (A IRs) 24V (A IRs) DC/DC 3 24V (A IRs)
24V Pedals Lights
2A 24V 12V 2A
Brake 1A
VR 0.5A 12V
Optocoupler (x4) 12 to 5 RTDS 0.5A
AMS DO AMS DO
ECU &
24V
Signals (A MS DO) 1A 24V 12V
2A
2A Breakout
CAN
12V/GND CAN CAN repeater board
CAN
Dash
Data
Item
1
Calculate accumulator capacity per 2016 FH Rules Appendix A. Be sure to use the 2C (0.5 hour)
discharge rate for the Ah value.
List TS and GLV fuse (or circuit breaker) data, and where used
List major components (e.g., motor controller, dc-dc converter) and data sheet max fuse rating.
Ensure that the rating of the fuse used is less than the maximum value for the component
Max. Installed
Fuse Part Notes
Component Fuse Fuse Rating
No.
Rating A A
List wires and cables used in the Tractive System and the GLV system - wires protected by a fuse of 1 A or less may be omitted.
Cable capacity is the value from FH Rules Appendix E (Wire Current Capacity). A revised version of Appendix E that includes metric
wire sizes is available at the FH web site. Show available fault current and how calculated. Available fault current can be calculated from
𝐹𝑎𝑢𝑙𝑡 𝐶𝑢𝑟𝑟𝑒𝑛𝑡 = 𝑉𝑠𝑜𝑢𝑟𝑐𝑒 / (𝑅𝑠𝑜𝑢𝑟𝑐𝑒 + 𝑅𝑤𝑖𝑟𝑖𝑛𝑔)
Size Insul- Fuse Interr- Where Used & How fault current is
Volt. Temp. Cable Fuse Fuse Avail. Fault
Mfg. Part No. AWG / ation upting Rating calculated
Rating Rating Capacity A Part # Cont. A Current A
mm2 Type Adc
Accumulator high power wiring
McMaster-Carr 6848K92 4 EPDM 600 90°C 140 JDL 100A 20,000 2400A 𝑉
𝐼𝐹 = 𝑆⁄𝑅 = 288⁄0.12 = 2400𝐴
Motor controller plugs
AlphaWire 6719 10 mPPE 600 90°C 55 30A 20,000 2400A 𝑉
𝐼𝐹 = 𝑆⁄𝑅 = 288⁄0.12 = 2400𝐴
mPPE+ Motor controller plug – motor
AlphaWire 6719 10 Polyest 600 90°C 55 EDCC 30A 20,000 1920A controllers-motors
𝑉
er 𝐼𝐹 = 𝑆⁄𝑅 = 288⁄0.15 = 1920𝐴
Hook-up wire (TS, GLV)
477 TS: 1920A 𝑉
McMaster-Carr 6513T1 22 PVC 300 105°C 3 1A-10A ≥ 400 𝑇𝑆: 𝐼𝐹 = 𝑆⁄𝑅 = 288⁄0.15 = 1920𝐴
Series GLV: 400A
𝑉
𝐺𝐿𝑉: 𝐼𝐹 = 𝑆⁄𝑅 = 24⁄0.06 = 400𝐴
Hook-up wire (TS, GLV)
477 TS: 1920A 𝑉
McMaster-Carr 6513T3 18 PVC 300 105°C 18 1A-10A ≥ 400 𝑇𝑆: 𝐼𝐹 = 𝑆⁄𝑅 = 288⁄0.15 = 1920𝐴
Series GLV: 400A
𝑉
𝐺𝐿𝑉: 𝐼𝐹 = 𝑆⁄𝑅 = 24⁄0.06 = 400𝐴
Hook-up wire (TS, GLV)
477 TS: 1920A 𝑉
McMaster-Carr 6513T4 16 PVC 300 105°C 20 1A-10A ≥ 400 𝑇𝑆: 𝐼𝐹 = 𝑆⁄𝑅 = 288⁄0.15 = 1920𝐴
Series GLV: 400A
𝑉
𝐺𝐿𝑉: 𝐼𝐹 = 𝑆⁄𝑅 = 24⁄0.06 = 400𝐴
McMaster-Carr 6513T4 16 PVC 60 80°C 28 - Grounding
120087- Connection between pedal sensors
Molex 22 PVC 250 105°C 7 -
0074 and ADC
Connection between GLV side of HV
130010- 477 Box and LV battery
Molex 16 PVC 600 105°C 12 12 500 240A
0147 Series 𝑉
𝐼𝐹 = 𝑆⁄𝑅 = 24⁄0.1 = 240𝐴
Note: Its has been assumed that the Rsource for the batteries (DCR) is 1.5mΩ (since there are 80 in series, 120mΩ), Rwire is
1mΩ/m (4AWG), 3.5mΩ /m (10AWG), 5mΩ/m (12AWG) and 14mΩ/m (16AWG). DCR for the LV battery is 5mΩ
Describe how you keep the resistances between accessible components below the required levels
as defined in FH Rules EV4.3. If wire is used for ground bonding, state the AWG or mm2 of the wire
As per EV4.3.1 – EV4.3.3 all metal/conductive part of the vehicle that are not part of the GLV or TS
are connected to the roll-hoop, which serves as the vehicle ground. The connecting is realized with
a 16AWG stranded wire and ring terminals in order to comply with EV4.3.1 (grounding resistance <
300 mΩ).
If carbon fiber or coated conductive panels are used in your design, describe the fabrication methods
used to ensure point to point resistances that comply with EV4.3.2. Describe results of
measurements made per EV4.3.3.
A copper mesh is embedded in the carbon fiber monocoque chassis and tied to the roll-hoop.
Describe how the TS and GLV systems are physically separated (EV4.1). Add CAD drawings or
photographs of how TS and GLV are segregated in key areas of the electrical system.
The interaction/connections between GLV and TS has been limited to a single container, shown in
Figure 4 – TSV - GLV Wiring Schematic, as the “High Voltage Box”. All the DC/DC converters, IMD,
CAN repeater and Optocoupler are mounted on the same PCB, along a line that will serve as a
dividing line between TS and GLV. No electrical connection is established between components from
both sides without the appropriate isolation. Besides, a physical isolating barrier will be positioned
perpendicularly to the PCB board and right on the dividing line. This physical barrier will be
constructed with a core of acrylic and a layer of Formex on both sides. This way, in the unfortunate
case of a wire becoming loose, it will be physically impossible for it to touch a component with
exposed voltage on the other side of the dividing line.
The tractive system wires present outside the accumulator container are listed next and will always
be running through an appropriate conduit. TS wire outside the accumulator container:
See Figure 4
List all electrical circuit boards designed by team that contain TS and GLV voltage in the following
table.
TS
Voltage Minimum Thru Air
Present Spacing of Over Notes
Device / PCB (V) mm Surface
Add a figure (board layout drawing) for each team-designed PCB showing that spacings comply with
EV4.1.8
The team is finalizing the design of the PCBs listed in Table 5 – PCB Spacings. Pictures showing
the spacings and isolation requirements will be provided as soon as they are available.
1 inch
1
Opto-coupler
Tractive System
CAN repeater
24V 24V 24 24
GLV System
List all purchased components with both TS and GLV connections (at min motor controller and AMS)
Isolation Link to Document Notes
Component Method Describing Isolation
Galvanic isolation between TS and GLV is provided and continuously monitored by the IMD, which
will indicate a fault in case the measured resistance between TS and GLV drops below 150 kΩ.
Since our maximum voltage is 288V, the 500Ω/Volt limit stated in EV5.9.3, sets our minimum IMD
response value to be 144 kΩ.
Galvanic isolation between TS and GLV is realized with isolated DC/DC converters with the following
Vdc isolation specifications:
- Vicor DCM300P240x600A40: 4.242kV (see link)
- Murata PS UWE-24/3-Q12: 2.25kV (see link)
- GE EHHD010A0B: 2.25kV (see link)
- AIMTEC AM10EW-11024S-NZ: 1.5kV (see link)
- CAN repeater ESD Electronics: C.1330.06 – Repeater I Opto (see link, page 3). Isolation
voltage is not provided neither on the datasheet nor on the manual. However, a diagram
shows the isolation for CAN1
Provide a list of containers that have TS and GLV wiring in them. If a barrier is used rather than
spacing, identify barrier material used (reference Table 8 – Insulating Materials).
EV4.1.4 applies for the design of the High Voltage Board, containing components from the TS and
GLV systems. Since these components are mounted on a PCB board, the distances determined by
EV4.1.8 (also shown in Table 15 of the rules) apply.
In order to satisfy this rule, a cut on the board has been performed. The width of the cut is different
for different parts of the board:
- In areas exposed to high voltage (150V-300V), the cut is 3.5mm wide.
- In areas exposed to 24V that belong to the tractive system, the cut is 2mm wide.
- Underneath the optocoupler, the cut is 1mm wide, being the width limited by the size of the
device. The distance between pads is 2.8mm which satisfies the spacing over surface for
50VDC or less.
Those components with exposed conductive parts, such as the IMD will be covered with a sheet of
High-Strength Electrical Insulating Ultem PEI.
List all insulating barrier materials used to meet the requirements of EV1.3 or EV4.1.5
Insulating Rated
UL Recog- Thickness Notes
Material / Part Temper-
nized ? mm
Number ature ºC
3.3 Conduit
List different types of conduit used in the design. Specify location and if manufacturer’s standard
fittings are used. Note Virtual Accumulator Housing FH Rules EV3.3.1 requires METALLIC type
LFMC.
Describe how the conduit is anchored if standard fittings are not used.
Diameter Standard
Part Location / Use
Conduit Type MFR Inch or Fittings
Number
mm (Y or N)
Continuous
McMaster-
Flex-Liquid- 8465K22 ½ inch Y TS wires running from motor controllers to motors
Carr
Tight
Electri-Flex
NMHT- Wiring inside the chassis (accumulator pack to HVD and
Liquid-Tight Zoro 3/8" Y
10x50 BLK motor controllers)
Conduit
If Shielded, dual-insulated cable per EV4.5.8 used in the vehicle, provide specifications and where
used:
Shield
Cross
Part grounded at Location / Use
MFR Section
Number both ends (Y
mm2
or N)
AlphaWi
79236 5.26 Y It is 3x1 cable
re
Description/materials
Describe the concept, layer structure and the materials used for the firewalls. Describe how all
firewall requirements in FH Rules T4.5.1 are satisfied. Show how the low resistance connection to
chassis ground is achieved.
The firewall consists of a 1.6 mm thick aluminum sheet backed by an insulating layer of Nomex type
410 sheeting on both sides of the firewall. The Nomex sheeting is 0.38 mm thick and directly bonded
to both faces of the of the aluminum sheet using a high temperature epoxy. The firewall is positioned
directly behind the driver’s see and extends from the bottom to top of the monocoque. It completely
isolates the rearmost monocoque section which houses the powertrain components. The firewall is
directly bolted to the main roll hoop’s shoulder harness mount to provide a conductive path to the LV
ground. Further details of the firewall position and shape are shown in Figure 7 – Firewall position.
Position in car
Provide CAD-rendering or photographs showing the location of the firewall(s).
e-mail: apozoarr@hawk.iit.edu
4.1 Motor(s)
Describe the motor(s) used and reason for this particular choice. Add additional tables if multiple
motor types are used
The motors used by the team are a customized version of the commercial product sold by Allied
Motion Framless Servo Motor Megaflux 0210025. The novelty of the motors used by the team is a
custom housing for the stator, that mounts inside the wheel rims. This custom housing includes water
cooling jackets to realize water cooling and boost the continuous and peak power rating of the motors.
With such design, the motors have power rating shown on Table 11 – Motor Data.
The power listed in Table 11 – Motor Data refers to the electrical power consumed by the motors
(the real power delivered by the motors is affected by the efficiency). The output voltage of the motor
controllers is listed in Table 12 – Motor Controller Data as 285Vrms.
𝑃 6.5𝑘𝑊
𝐶𝑜𝑛𝑡𝑖𝑛𝑢𝑜𝑢𝑠: = = 22.8𝐴
𝑉 285𝑉
The wires selected are AlphaWire 10AWG with a voltage rating of 600Vdc/Vac. The motor controllers
will be programmed to protect the motors during motoring and regenerating modes. Hence there is
no need for fuses between the motor controllers and the motors.
Describe the motor controller(s) used and reason for this particular choice. Add additional tables if
multiple motor controller types are used.
If the answer to the last question is NO, how to you intend to comply with rule EV2.3 (an external
isolator is acceptable).
Provide calculations for currents and voltages. State how this relates to the choice of cables and
connectors used.
The calculations shown in section 4.1 Motor(s) are also applied to this section. Each motor is
powered by its own motor controller. The voltage, current and power ratings of each motor controller
is larger than the motors. For this reason, the wires connecting the motor controllers with the
accumulator pack are also AlphaWire 10AWG with a voltage rating of 600Vdc/Vac. In this case,
The TSMP must comply with FH Rule EV4.4. Describe the TSMP housing and location. Describe
TSMP electrical connection point.
Bryant 3056BRY Outlet Box Lift Cover with spring door will be used to cover custom made housing
for shrouded Banana jack connectors of the measurement points.
Hook-up wire 18AWG 300V voltage rating connect TSMP directly to the motor controllers’ side of
the AIRs, inside the HV Box. A series of seven 10kΩ resistors will be placed close to controllers to
limit the current and at the same time allow for IMD testing. Electri-Flex Liquid-Tight Conduit is to be
used for cable routing from bus bars to TSMP housing.
In addition, Hook-up wire 18AWG 300V connect GLVMP to monocoque grounding point.
Describe your design for the pre-charge circuitry. Describe wiring, connectors and cables used.
In our system, the motor controllers have a capacitor bank at the input. The objective of the pre-
charge/discharge circuit is to charge/discharge them 95% of final voltage in 5 seconds. This is
realized by connecting current limiting power resistors between the accumulator and the motor
controllers during the specified time.
The pre-charge circuit is included in the TS so the 24V control signal for the AIRs needs to be isolated
with a 24V-to-24V isolated DC/DC converter. During the first 5 seconds the top part of the schematic
shown in Figure 10 – Pre-charge/discharge circuit schematic does not deliver the turn-on command
to the AIRs. These delay is controlled with a time delay relay. In the meantime, the bottom part of
the schematic shows how the AIRs are bypassed with a 250Ω that charges the motor controllers
filtering capacitors. After 5 seconds, the resistor is disconnected and the control signal for the AIRs
is finally delivered to the AIRs.
When the control signal for the AIRs is driven low in order to open the AIRs, the Motor controllers
are tied to ground through the same 250Ω power resistor. This connection remains until the next
turn-on cycle.
The 250Ω resistor is realized with 4 paralleled power resistors of 1000Ω, each of them with a
continuous power rating of 20W and 100W for 15 sec. each. These resistors were selected according
to the following calculations:
Maximum power 288V * 0.288A = 82.9W < 100W (peak power). Also, the average power dissipated
by each resistance is 12.7W during the 5 seconds the charging or discharging process lasts, which
is within the nominal power rating.
The following three figures show the calculated time evolution of the voltage, current and resistance
during the charging time. The current refers to a single resistor.
Overload power rating: 100W for 15 sec. each, 400W for 15 sec. total
For the calculation of the current rating of the relays in the pre-charge/discharge circuit, the
currents calculated previously for each resistor need to be multiplied by 4 since a single
relay will be conducting all the current. For this reason the current rating needs to be at least
4 * 0.288A ~ 1.2A. In our design, the relays are capable of operating at 300V and 8A.
The discharge circuit is the same as the pre-charge circuit. All the calculations for the resistors, relays
and wires is also valid for the discharge.
Describe your concept for the discharge circuitry. Describe wiring, connectors and cables used.
Figure 15 – Discharge voltage (at the motor controllers terminals) - time curve
Overload power rating: 100W for 15 sec. each, 400W for 15 sec. total
Describe your design for the HVD and how it is operated, wiring, and location. Describe how your
design meets all requirements for EV4.7
The HVD consists of one connector that has both power and signal. The main HV connector will be
mounted on the rear of the car with a non-conductive handle attached directly to the plug. Pulling on
the handle will disconnect one pole of the battery from the rest of the circuit. The signal wires on the
connector will be part of the Shutdown Circuit, as such, will also open AIRs when the plug is
An Anderson Power SBX-175 connector is used as main HV connector and interlock. For the power
lead, a 4AWG with 600V rating will be used and since this wire is part of the TS it will be contained
inside a Electri-Flex Liquid-Tight Conduit. Hook-up wire 18AWG 300V wire is used for the interlock.
The wiring diagram for the HVD is shown in Figure 18 – HVD wiring diagram.
Accumulator container
AIR Motor controllers fuses Motor controllers
plug
MC 1 M
Main MC 2 M
Fuse
MC 3 M
Precharge/ MC 4 M
24V (A IRs)
AMS discharge Charger
A MS DO
central plug
unit
12V HV
AIR
CAN
12V/GND
TSMP
HVD
Describe the accelerator actuator and throttle position sensor(s) used, describe additional circuitry
used to check or condition the signal going to the motor controller. Describe wiring, cables and
connectors used. Provide schematics and a description of the method of operation of any team-built
signal conditioning electronics. Explain how your design meets all of the requirements of FH Rules
IC1.6 and EV2
Three through-shaft rotary potentiometers mounted on the pedal shaft are used as throttle position
sensors. The potentiometers give analog signals as output. The output varies from 6 to 9.6V
depending on the position of the pedal. These analog signals are digitized with a 14bit Analog-to-
CANopen converter (ADC).
Output: 6-9.6V
The position of the throttle position sensors and ADC is behind the pedals, as shown in Figure 19 –
Position of the throttle position sensor and ADC.
Molex M8 3pin and 5pin cables and receptacles are used for all connections.
Describe how the system reacts if an error (e.g. short circuit or open circuit or equivalent) is detected.
Describe circuitry used to check or condition the signal going to the motor controller. Describe how
failures (e.g. Implausibility, short circuit, open circuit etc.) are detected and how the system reacts if
an error is detected. State how you comply with EV2.2
Pull-down resistors (100kΩ) are used to make sure that all ADC input goes to 0 in case potentiometer
disconnection/failure. No additional resistors are used in line with potentiometer, however in case of
loose wire output voltage will be either 0 or 12V, which is outside plausible region 6-9.6 V. Therefore,
loose wire can be easily detected.
Main controller assures that ADC is in normal operation mode using standard CANopen heartbeat
procedure. In case of any wiring failure between ADC and Main Controller, heartbeat procedure
detects the error immediately and treats it as implausibility.
Throttle
sensors
ADC INPUTS
12V
1P
1G
Pull down
resistors
e-mail: apozoarr@hawk.iit.edu
Provide a narrative design of the accumulator system and complete the following table.
The accumulator pack has a configuration 80s1p, and it is divided in four segments connected in
series with a configuration of 20s1p each. Each segment is composed of 10 repeating frames, each
of them holding 2 cells. The cells are A123’s Nanophosphate Li-Ion Prismatic pouch cells AMP20.
The connection between cell tabs within the same segment will be realized with ultrasonic welding.
Describe how pack capacity is calculated. Provide calculation at 2C (0.5 hour) rate? How is capacity
derived from manufacturer’s data? If so, include discharge data or graph here. Include Peukert
calculation if used (See FH Rules Appendix A)
𝐸𝑛𝑒𝑟𝑔𝑦 (𝑊ℎ) = 𝑉𝑛𝑜𝑚 ∙ 𝐶𝐴ℎ (2𝐶) ∙ 0.8 = 3.3 ∙ 80 ∙ 19.5 ∙ 0.8 = 4118 𝑊ℎ
the capacity obtained is 4.224 kWh. The energy per segment shown in Table 19 – Main accumulator
parameters was calculated using the following formula:
Moreover, all the cells used for the accumulator pack have been tested and fully discharged at 1C
in order to verify the capacity specified by the manufacturer. Even though the pack requires 80 cells,
100 cells were purchased. After testing all of them, the best 80 were chosen to build the battery pack.
The fact that the pack capacity is limited by the cell with the lowest capacity motivated this decision.
A thermally conductive interface material is placed in between the cells to ensure even thermal
distribution across the entire cell surface. No further thermal management is included in the team’s
accumulator pack design.
The discharge curves provided by the manufacturer at different C-rates show no degeneration of the
cell capacity, see Figure 21 – Cell discharge curves: Voltage vs SOC at different C-rates. This does
not mean the performance of the cells is the same regardless the C-rate. As the C-rate increases,
the discharge curves are shifted down, providing lower terminal voltage (due to a higher voltage drop
across the internal resistance); which, in the end, translates into lower average power and higher
power losses and heating issues.
Describe the cell type used and the chemistry and complete the following table.
Describe cell configuration, show schematics, cover additional parts like internal cell fuses etc.
Describe configuration: e.g., N cells in parallel then M packs in series, or N cells in series then M
strings in series.
Does the accumulator combine individual cells in parallel without cell fuses? ☐Yes / ☒ No
If Yes, explain how EV6.1.7 is satisfied.
As mentioned previously the battery pack does not parallel cells and is a series of 80 cells divided
into 4 separate segments. Detailed description of the materials used and pictures of the assembly is
provided in 5.6 Lithium-Ion Pouch Cells.
The battery pack is divided in four segments. The component listed in Table 21 – SMD Data
will be used as SMDs between sements 1 and 2, and also between segments 3 and 4. The
HVD will be used between segments 2 and 3.
Note that designing an accumulator system utilizing pouch cells is a substantial engineering
undertaking which may be avoided by using prismatic or cylindrical cells.
If your team has designed your accumulator system using individual Lithium-Ion pouch cells, include
drawings, photographs and calculations demonstrating compliance with all sections of rule EV3.9. If
your system has been issued a variance to EV3.9 by the Formula Hybrid rules committee, include
the required documentation from the cell manufacturer.
The overall accumulator pack still consists of 4 segments with 20 cells in each of them. These 20
cells inside each segment are organized in 10, 2-cell repeating frames to comply with EV3.9.5.
The outer frame has slots to hold the edges of the batteries so they don’t move (EV3.9.5). The
material used for it is Polypropylene, which is non-conductive and fire retardant UL-94V0.
The two cells are separated internally by a filler material, which is a non-conductive cellular silicone
that meets the requirements specified in EV3.9.3.
On the other side of both cells, a thermal interface pad is covering the entire cell seeking for thermal
uniformity across the whole cell. This material is then covered with a layer of Formex on both sides.
The result is a 2-cell frame, with no conductive surfaces exposed, except for the battery tabs.
Datasheets of the materials:
- Polypropylene Flametec CP5 Flame Retardent
- Filler material
- Thermal interface pad
- Formex GK-10BK
The connection of the tabs is not shown in the pictures or diagrams since it has not been done yet.
However, the intention of the team is to ultrasonicly weld them. Further details and pictures of the
pack will be provided as soon as the pack is completed.
The following two pictures show assembly exploded views of the previous 2-cell repeating frames
and segment.
Describe how the temperature of the cells is monitored, where the temperature sensors are placed,
how many cells are monitored, etc. Show a map of the physical layout. Provide schematics for team-
built electronics.
The accumulator pack is monitored by an Elithion Lithiumate™ HD BMS master, 2CN0002E. The
AMS is based on a distributed configuration. There is a main controller (Lithiumate HD BMS master)
and small cell boards installed on every cell. These cell boards perform the cell sensing and
balancing and temperature monitoring. The cells boards communicate with other cell boards in the
same segment. Only the bottom cell board (corresponding to the cell with the lowest voltage in that
segment) communicates with the Lithiumate HD BMS master. This way the amount of wiring can be
reduced.
If each sensor monitors multiple cells, state how many: 1 sensor for each cell
Describe the number of AIRs used and their locations. Also complete the following table.
The AIRs are located inside the accumulator container as shown in Figure 4 – TSV - GLV Wiring
Schematic.
Overload DC current rating: 200 A for 180 sec *(See Figure 25)
In order to obtain more information of the peak current rating for different peak durations, the team
contacted TE Connectivity for this specifications, which responded with the following e-mail:
“I spoke with our product engineer at Kilovac and he indicated the LEV100 would perform fine under the battery
system parameters you described and there should be no problem achieving 200 or more cycles. I believe what you
were asking for is a time/current chart that would apply to the LEV100? The below chart for our KCS01 contactor is
applicable to the LEV100 contactor also:”
Describe the AMS and how it was chosen. Describe generally how it meets the requirements of
EV3.7
As introduced in 5.7 Cell temperature monitoring, the AMS of the team’s (Elithion Lithiumate™ HD
BMS master, 2CN0002E) choice is based on a distributed configuration with individual cell boards
installed on each cell. Each board provides the temperature monitoring, voltage sensing and cell
Number of AMSs 1
Describe internal wiring with schematics if appropriate. Provide calculations for currents and voltages
and show data regarding the cables and connectors used.
Discuss maximum expected current, DC and AC, and duration
Compare the maximum values to nominal currents
Using the current and power calculations given in section 4.1 Motor(s), the current calculations for
the accumulator pack and be easily derived:
𝑃
𝐶𝑜𝑛𝑡𝑖𝑛𝑢𝑜𝑢𝑠: = 4 ∙ 22.8𝐴 = 91.2𝐴
𝑉
𝑃
𝑃𝑒𝑎𝑘: = 4 ∙ 61.4𝐴 = 245.6𝐴
𝑉
All the high power accumulator wiring will use 4AWG cables with 600V rating. Information of the
main fuse used for the accumulator is given in Table 25 – Basic fuse data.
If accumulator container is removable, describe the indicator, including indicating voltage range
A bright red LED is mounted inside the accumulator container to indicate the presence of high voltage
at the terminals of the accumulator pack. The circuit is shown in
5.12 Charging
Describe how the accumulator will be charged. How will the charger be connected? How is the
accumulator to be supervised during charging?
The accumulator will still be supervised by the same AMS while charging outside the car. For
charging, the charger will plug into the same plug as the motor controllers.
Isolation ☒Yes / ☐ No
UL Certification (If “no”, fill in the line below) ☐Yes / ☒ No (CE certified)
Describe the design of the accumulator container. Include the housing material specifications and
construction methods. Include data sheets for insulating materials. Include information documenting
compliance with UL94-V0, FAR25 or equivalent.
If the housing is made of conductive material, include information on how the poles of the
accumulators are insulated and/or separated from the housing, and describe where and how the
container is grounded to the chassis.
Show how the cells are mounted, use CAD-Renderings, and include calculations showing
compliance with FH Rules EV3.4.
Information of the container/housing for each segment is provided in this section. It consists of two
pieces of aluminum that fulfill the functions of cell expansion limiters. Stress analysis has been
performed to ensure the integrity of the segments and the cells.
Expansion Limiter: This is done with an aluminum plate that is fastened by 32 #10-24 cap screws
that limit the expansion of the cells, the cell has a face area of 50 sq-in with will give the force required
for the expansion limiter to be 500lbf. An FEA analysis was done to prove the structural part of the
expansion limiter. See Figure 28 – Accumulator pack expansion limiter. The expansion of the cells
is allowed by neoprene foam that is place in between each cell. The foam need to allow expansion
of > 8% ans <12%. Our cells are 7.25mm thick which a value of greater than 0.58mm and less than
0.87mm is needed @ 10psi. at 10 psi our foam only compresses by 0.63mm (done by compression
test).
e-mail: apozoarr@hawk.iit.edu
Include a schematic of the shutdown circuit for your vehicle including all major components in the
loop
The shutdown circuit provides the control signal for the AIRs, incorporating a series of safety
switches and system fault signals. Signal faults (IMD, BMS and ECU) are high under normal
operation, this way, wire loose, power loss or fault result in interruption of the AIRs control current.
The desired latching effect of IMD/BMS faults is achieved with the appropriate wiring using DPDT
relays (See Figure 29 – Safety Shutdown Circuit Schematic). Once, the IMD/BMS fault signal is low,
the shutdown circuit interrupts the control current for the AIRs. This current cannot be resumed until
the fault is cleared and the corresponding reset button is manually pressed. The driver does not have
access to this buttons.
The following systems are connected in series with the AIRs, the TSMS, three shutdown buttons
(two on each side of the roll-hoop, one in the cockpit), a break over-travel switch, an inertia switch,
the wheel interlocks (1 on each wheel) and the HVD interlock.
Function
(Momentary, Normally Open or Normally Closed)
Part
Interlocks (if used) Closed when HVD and A-arms are in place
Describe wiring and additional circuitry controlling AIRs. Write a functional description of operation
The control current for the AIRs comes from the shutdown circuit, located in the GLV side of the High
Voltage Box (see Figure 4 – TSV - GLV Wiring Schematic). It crosses the dividing line between GLV
Provide CAD-renderings showing the shutdown circuit parts. Mark the parts in the renderings
IMD Fault
HV HV IMD
24V
Shutdown circuit
24V
12V DC/DC 4
Optocoupler (x4)
AMS DO AMS DO
24V
Signals (A MS DO)
24V 12V
CAN
12V/GND CAN CAN repeater
CAN
6.2 IMD
Describe the IMD used and use a table for the common operation parameters, like supply voltage,
temperature, etc. Describe how the IMD indicator light is wired. Complete the following table.
The IMD unit the team uses is the Bender IR155-3204. The main purpose the IMD serves is to
ensure the safety of the driver by continuously measuring isolation resistance between TS and GLV.
This device has an automatic self-test with the ability to detect lost ground, power and high voltage
connections.
IMD is wired in such way, that SDC will be triggered in case the IMD cable is disconnected or any
wire in the cable (Power, Ground or Signal) is damaged.
IMD is set to constantly monitor HV to be more than 200V. In case of failure of any HV wire, IMD will
connect output to the ground and trigger SDC. In case of power, ground or output wire failure, IMD
will not be able to supply SDC relay with current, so SDC will be triggered. Therefore, the IMD
connection is fail safe.
1A 400 VDC fuses with PCB-mount fuse holders are used for protection.
Describe the functioning and circuitry of the latching/reset system for a tripped IMD or AMS. Describe
wiring, provide schematics.
Lathing effect is achieved by properly wiring of DPDT relays, as described in Figure 29 – Safety
Shutdown Circuit Schematic. This latching effect for the IMD and AMS is mounted on the same PCB
board as the SDC.
(If used) describe the functioning and circuitry of the Shutdown System Interlocks. Describe wiring,
provide schematics.
Several shutdown system interlock are included in the shutdown circuit. For detailed information on
the type, function and momentary of the switches, refer to Table 27 – Switches & devices in the
shutdown circuit.
The location of the shutdown buttons, inertia switch, brake over travel switch and TSMS were already
shown in Figure 31 – Location of Shutdown Circuit Components (II). A detail view of the wheel
interlocks is shown in Figure 32 – Wheel interlock position on the A-arms.
The wiring between all the shutdown circuit components located around the vehicle is realized with
Hook-up wire 18AWG 300V securely fastened to the chassis with zip-ties. This circuit is protected
with a 1A fuse and fuse holder, soldered onto the PCB board inside the HV Box board.
Describe the tractive system energized light components and method of operation. Describe location
and wiring, provide schematics. See EV4.10
TSEL will be powered from the 24V in the GLV that power the AIRs.
The TSEL is a Beacon strobe light, mounted on the highest point of the roll-hoop. The circuitry is
protected with 2A fuses, mounted on a fuse holder, soldered to the PCB. 18 AWG is used between
the HVB PCB and the switches.
Describe the tractive system voltage present light components and method of operation. Describe
location and wiring, provide schematics. See EV4.12
The tractive system active light is turned on when the voltage outside the accumulator container
exceeds 1/3 of the TS voltage or 32VDC. These will happen during pre-charge (after reaching 96V),
discharge (until going below 96VDC), when the motor controllers are connected to the accumulator
pack or even when the AIRs are closed but the fuses for the motor controllers are blown. An Isolated
DC/DC converter (Aimtec AM10EW-11024S-NZ) is used to power the TSVP lights directly from the
TS.
To switch the car to Ready-to-Drive mode driver should push a start button on the dashboard while
pressing the brake pedal. At that moment the main controller is switched to drive mode, start button
LED will become green and 70dB siren would be activated for 1 second. The RTDS will not be able
to function when shutdown circuit has been activated.
The circuitry for the RTDS will be included in the HV Box PCB board and protected by a 1A fuse.
Hook-up wire 18AWG 300V is used for connections between the GLV side of the PCB board and
the siren, mounted on the roll-hoop.
e-mail: apozoarr@hawk.iit.edu
Provide a brief description of the GLV system and complete the following table
The GLV system is always powered by a 24V 6s1p LiPo battery, with its own BMS, which ensures
under/over voltage protection, as well as thermal. This 24V system powers all the GLV and TS
components that need a power supply even before the AIRs are closed. Some of these systems
require 12V or 5V supply, for which a 24V-to-12V DC/DC converter, a 24V-to-5V DC/DC converter
and a 12V-to-5V voltage regulator are used. Both DC/DC converters provide isolation, even though
it is not required since the input and output are part of the GLV system. Once the AIRs are closed
the GLV 24V is also powered by an isolated 300V-to-24V DC/DC converter that steps down the
accumulator pack voltage.
The GLVMS is used to initially energize the GLV system from the LV battery. This LV battery, its
BMS and fuse are located in a separate box (see Figure 4 – TSV - GLV Wiring Schematic) and its
connection with the 24V of the GLV side in the HV Box is realized with a Molex Mini-Change 16AWG
cable assembly, 12A fuses (see Table 2 – Fuse Table) will protect this wire since power could flow
in both directions (charging and discharging).
The wiring for all the GLV components shown in Table 31 – GLV Loads, which includes all GLV
components except the LV battery uses 16AWG cables. Fuses are listed in Table 2 – Fuse Table.
The car uses a centralized controller, in charge of monitoring, processing and controlling the rest of
the systems in the car. The device used for such purposes is a Compact Rio 9065 from National
Instruments. This unit serves as a typical ECU.
The inputs from the pedals (acceleration and break) and steering wheel are transmitted to the ECU
via CANOpen protocol. This signals are then used to generate the torque commands that will be
sent using CANOpen communication to the motor controllers. Therefore, the ECU acts as an
electronic differential.
The same ECU is included in the shutdown circuit for safety purposes, being able to interrupt the
current for the control of the AIRs. It also communicates, using CAN communication, with the
dashboard and controls other systems such as the brake light or the RTDS sound.
Include only highly-relevant data. A link to a web document in the ESF text is often more convenient
for the reviewer.
The specification section of the accumulator data sheet, and sections used for determining
accumulator capacity (FH Rules Appendix A) should be included here.