Documente Academic
Documente Profesional
Documente Cultură
Car Number:
E213
Main Contact:
Andrew Mertz
Contact Email:
a.r.mertz@gmail.com
ii
Table of Contents
Table of Contents
Table of Contents ........................................................................................................................... iii
I
List of Figures........................................................................................................................... 7
II
III
2.1.1
Description/concept.................................................................................................... 3
2.1.2
2.1.3
2.2
IMD ................................................................................................................................... 4
2.2.1
2.2.2
Wiring/cables/connectors/ .......................................................................................... 5
2.2.3
2.3
2.3.1
2.3.2
Wiring/cables/connectors/ .......................................................................................... 5
2.3.3
2.4
2.4.1
2.4.2
Wiring ............................................................................................................................ 6
2.4.3
2.4.4
Wiring/cables/connectors/ .......................................................................................... 6
2.4.5
2.5
2.5.1
Description/circuitry .................................................................................................... 7
2.5.2
Wiring/cables/connectors ........................................................................................... 7
2.5.3
2.6
2.6.1
Description/circuitry .................................................................................................... 7
2013 Formula SAE Electric
iii
2.6.2
Wiring/cables/connectors ........................................................................................... 7
2.6.3
2.7
2.7.1
Description/circuitry .................................................................................................... 8
2.7.2
Wiring/cables/connectors ........................................................................................... 8
2.7.3
2.8
Measurement points.......................................................................................................... 9
2.8.1
Description ................................................................................................................. 9
2.8.2
2.8.3
2.9
2.9.1
Description ................................................................................................................. 9
2.9.2
2.9.3
2.10
Discharge circuitry........................................................................................................... 10
2.10.1
Description ............................................................................................................... 10
2.10.2
Wiring, cables, current calculations, connectors .......... Error! Bookmark not defined.
2.10.3
2.11
HV Disconnect (HVD)...................................................................................................... 12
2.11.1
Description ............................................................................................................... 12
2.11.2
2.11.3
2.12
2.12.1
Description ............................................................................................................... 12
2.12.2
2.12.3
Accumulator ........................................................................................................................... 13
3.1
3.1.1
Overview/description/parameters ............................................................................. 13
3.1.2
3.1.3
3.1.4
3.1.5
3.1.6
Fusing ...................................................................................................................... 15
3.1.7
3.1.8
Accumulator indicator............................................................................................... 16
3.1.9
3.1.10
Charging .................................................................................................................. 18
3.1.11
Mechanical Configuration/materials.......................................................................... 18
3.1.12
3.2
4
Description ...................................................................................................................... 21
4.2
4.3
5.1.2
5.1.3
Motor 1............................................................................................................................ 24
6.1.1
6.1.2
6.1.3
6.2
Motors .................................................................................................................................... 24
6.1
5.1.1
5.2
6
Motor 2............................................................................................................................ 25
Description/additional circuitry......................................................................................... 26
7.2
Wiring.............................................................................................................................. 26
7.3
8.1.1
Description ............................................................................................................... 27
8.1.2
8.1.3
8.2
9
9.2
10
Firewall(s) ........................................................................................................................... 34
10.1
10.1.1
Description/materials................................................................................................ 34
10.1.2
10.2
11
Firewall 1......................................................................................................................... 34
Firewall 2......................................................................................................................... 34
Appendix ............................................................................................................................ 35
List of Figures
Figure 2.1 - CAD rendering showing position in car of HV system shutdown box
The section pertaining to the HV shutdown box can be found here.
Figure 2.7 CAD rendering showing Brake Plausibility Device Electrical Housing
The section pertaining to the location of the brake plausbility device can be found here.
Figure 2.10 CAD Rendering showing housing for IMD and BMS
The section pertaining to the location of the BMS and IMD can be found here.
Figure 2.11 CAD rendering showing reset buttons for IMD and BMS
The section pertaining to the location of the BMS and IMD can be found here.
The section pertaining to the wiring of the shutdown circuits can be found here.
Figure 2.13 CAD rendering showing tractive and control system master switches
The section pertaining to the location of the master switches and shutdown buttons can be found
here.
16
Figure 2.19 CAD rendering showing housing for Tractive and Control system Measuring Points
The section pertaining to the location of the measuring points can be found here.
2013 Formula SAE Electric
17
Figure 2.27 Figure showing snap and lock connector for High Voltage Disconnect
The section pertaining to the description of the HVD can be found here.
Figure 3.6 CAD Rendering showing mechanical structure to protect accumulator system
The section pertaining to the location of the accumulator system can be found here.
26
Figure 7.2 CAD rendering showing Torque encoder fixture and placment
The section pertaining to the location of the torque encoder can be found here.
The section pertaining to the wiring of the 12VDC battery can be found here.
9.2
xxxii
Figure 8.7 Wiring diagram shown LV fuse boxes and the ground plane
The section pertaining to the wiring of the LV fuse boxes and ground plane can be found here.
343
434
The section pertaining to the location of the PCM can be found here.
3535
Has to be hyperlinked!
II List of Tables
Table 1.1 General parameters................................................................................................2
Table 2.1 List of switches in the shutdown circuit ...................................................................3
Table 2.2 Wiring Shutdown circuit .......................................................................................4
Table 2.3 Parameters of the IMD............................................................................................5
Table 2.4 Parameters of the Inertia Switch .............................................................................5
Table 7.1 Torque encoder data ..............................................................................................6
Table 2.6 Parameters of the TSAL .........................................................................................8
Table 2.7 General data of the pre-charge resistor ................................................................10
Table 2.8 General data of the pre-charge relay ....................................................................10
Table 2.9 General data of the discharge circuit ....................................................................11
Table 3.1 Main accumulator parameters ..............................................................................13
Table 3.2 Main cell specification ...........................................................................................14
Table 3.3 Basic AIR data......................................................................................................15
Table 3.4 Basic fuse data .....................................................................................................16
Table 3.5 Wire data of company A, 0.205 mm.....................................................................17
Table 3.6 General charger data............................................................................................18
Table 5.1 General motor controller data ...............................................................................22
Table 6.1 General motor data...............................................................................................24
Table 7.1 Torque encoder data ............................................................................................26
Table 7.1 Torque encoder data ...............................................Error! Bookmark not defined.
Has to be hyperlinked!
xxxvii
Alternating Current
ADC
AIR
AMS
BMS
BOT
CSMP
DC
Direct Current
GFD
GLV
GPIO
HV
High Voltage
IMD
LED
LV
Low Voltage
PCM
RTDL
RTDS
383
83838
TSMS
TSMP
393
939
1 System Overview
The electric system of the vehicle is divided into two major categories. The tractive system
includes the motor, the motor controller, main fuses, AIRs, batteries and energy monitoring device.
The Control system involves one Arduino Mega that takes throttle and brake input and sends it to
the motor controller, two Arduino Megas that read data from the sensor banks of the car and
format it, a raspberry pi that reads the formatted sensor data and performs calculations for traction
management and launch control and sends it to the Ardunio Mega in charge of throttle. If there is
a sensor error the throttle Arduino falls back to a default setting that provides direct throttle control.
In addition a shutdown circuit on the control system controls the IMD, AMS, BPS and BOT fault
sensing and controls the AIRs through a set of relays.
Block diagrams of the tractive system, control system, and shutdown system are shown in Figure
1.1, Figure 1.2, and Figure 1.3.
Maximum Tractive-system voltage:
302.4 VDC
266.4 VDC
Control-system voltage:
12VDC, 5VDC
Accumulator configuration:
72s4p
5114 kWh
Motor type:
Number of motors:
Total 1
75
2 Electrical Systems
2.1
Shutdown Circuit
2.1.1 Description/concept
The shutdown circuit consists of a milled board that accepts input from the master switches,
shutdown buttons and inertia switch to control the 12V input to the AIRs as well as a pair of relays.
In addition the shutdown circuit accepts input from the IMD, BMS, BPS and brake over travel
switch which is controlled using 5V logic circuits using a pair of MOSFET transistors to control a
pair of relays which control the ground terminal of the DC+ and DC- AIRs independently. In any
fault condition the shutdown circuit opens the circuit to the AIRs until it is reset. All logic systems
default open when starting the car until reset.
Part
Function
Normally open
Normally open
Normally open
Normally open
Inertia Switch
Normally closed
Interlocks
Normally Open
software control so that the motor controller or other software systems can shut down the system.
Additional features of the HV shutdown system includes LED indicators for all systems involved
such that quick troubleshooting can be accomplished in the event of failure.
Total Number of AIRs:
0.13A
1.4A
Total current:
1.92A
2.2
IMD
10..36VDC
Supply voltage
12VDC
-40..105C
Selftest interval:
DC 0..1000V
150k (500/Volt)
150mA
2.3
Inertia Switch
Sensata 6-11g
10..36VDC
Supply voltage:
12VDC
-40..105C
500mA
Trigger characteristics:
2.4
Strain Gage
Supply voltages:
12V
<5mA
Operating temperature:
-40..125 C
2.5
2.5.1 Description/circuitry
The latching circuit for the IMD and BMS systems are implemented using SR latches on the
shutdown circuit board. The GFD signal is passed through a comparator buffer, through an
inverter and into the S pin of the SR latch. The BMS signals are passed through a pair of
comparator buffers, through an AND gate and into the S pin of the SR latch. On the output of the
SR latch the Q terminal (fault) pin controls the lighting of the individual LEDs while the Q terminal
(no fault) is fed through a quad AND gate to control the AIRs.
2.5.2 Wiring/cables/connectors
The latching circuit is located in the HV shutdown box with the reset buttons and LED indicators
being wired suing 22 AWG. This wiring from BMRS is M22759 Mill spec wire with the insulation
o
rated to 150 C and 600V. The wiring will be connected using a HD34-24-47PN from BMRS with the
wires being bundled into a wiring harness. The schematic for the IMD can be found in Figure 2.8. The
schematic for the BMS can be found in Figure 2.9.
2.6
2.6.1 Description/circuitry
The interlock section of the shutdown circuit consists of two keyed master switches that sit outside
the car on the passenger side. The first switch (CSMS) controls the low voltage systems and
controls, the second switch (TSMS) enables power to the high voltage section of the shutdown
circuit. Once the TSMS has power three emergency shutdown buttons are placed that carry the
current directly with one rougher at head level of the driver on either side of the vehicle and the
other on the dash within reach of the driver. The two master switches are part# MD-2 from BMRS
and the master buttons are model XB2-ES542.
2.6.2 Wiring/cables/connectors
The CSMS is wired using 16 AWG wire connected to the 12V battery and the HV shutdown box.
The TSMS is wired using 22 AWG from the HV shutdown box and returns to the shutdown box.
The master buttons are wired in series using 22 AWG wire from the HV shutdown box and
terminating again in the HV shutdown box. This wiring from BMRS is M22759 Mill spec wire with
o
the insulation rated to 150 C and 600V. The wiring will be connected using a HD34-24-47PN from
BMRS with the wires being bundled into a wiring harness.
The schematic is shown in Figure 2.12.
2.7
2.7.1 Description/circuitry
The Tractive system active light is the Ecco Short Hide A LED with Amber Lens. It is connected
directly to a 12 V fuse, and so will be active as while the LV system is powered. A switch will also
be included in the power line, to allow the light to be deactivated if necessary.
Supply voltage:
12VDC
350 mA
Lamp type
LED
Power consumption:
4W
Brightness
100 Lumen
Frequency:
1.5Hz
38.1mm x 22.23mm
2.7.2 Wiring/cables/connectors
The wiring diagram from the TSAL can be found in Figure 2.16.
The Light is connected (using 22 gauge wire) directly to the LV fuse block and ground plane. It will
be active for as long as the LV system is powered.
2.8
Measurement points
2.8.1 Description
The housing will be made from plastic, which is a non-conductive as specified by the rules. Three
measurements points will be available, each of which connected to with a 4mm banana jack. The
measurement points will include HV positive, HV negative, and LV ground. To access the housing
hand-turn screws will be used.
2.8.2 Wiring, connectors, cables
The enclosure and connectors is shown in
2.18.
Figure
2.9
Pre-Charge circuitry
2.9.1 Description
The pre-charge circuit used is the recommended configuration listed in the manual of the motor
controller used. The pre-charge circuit consists of a pre-charge fuse, a 600 resistor and a precharge relay. The circuit operates by charging the contollers internal 280uF internal capacitors to
the operate voltage. The pre-charge process begins once the shutdown circuit clears all faults and
the DC- AIR is closed. Once pre-charging is complete pin J2-7 of the motor controller is used as
an indicator to the LV controlls to close the DC+ AIR putting the vehicle into ready to trive mode.
2.9.2 Wiring, cables, current calculations, connectors
The wiring diagram of the Pre-charge circuit is shown in Figure 2.9.2. Once the shutdown circuit
clears all faults the circuit from the DC- terminal of the battery array is closed to the DC- terminal of
the motor controller. The pre-charge current flows through the main fuse, through the pre-charge
fuse, resistor and relay into the DC+ terminal. All pre-charge circuitry wiring is 16 AGW and from
o
BMRS type M22759 Mill spec wire with the insulation rated to 150 C and 600V.
The schematic for the pre-charge circuit can be found in Figure 2.20.
A plot showing the pre-charge voltage vs. time is provided in Figure 2.21.
The equation used for Figure 2.21 is given in Equation 2.1
%V=1-e^((-t)/(600*500F))
Equation. 2.1
A plot showing the pre-charge current vs. time is provided in Figure 2.22.
The equation used for Figure 2.22 is given in Equation 2.2.
i=(300/600)* e^((-t)/(600*500F))
Equation 2.2
Resistor Type:
Resistance:
600
50W
Voltage rating:
1500V
0.205 mm
Relay Type:
Contact arrangment:
SPST
Continuous DC current:
30A
Voltage rating
2000VDC
0.205 mm
the vehicle. Once the power to the AIRs is lost during shutdown the discharge relays will close
allowing the HV system to discharge through the 600 resistor.
Resistor Type:
Resistance:
600
50W
Voltage rating:
1500V
0.5A
Average current:
0.26A
0.205 mm
Eq. 2.3
A plot showing the pre-charge current vs. time is provided in Figure 2.26.
The equation used for Figure 2.26 is given in Equation 2.4.
i=(300/600)* e^((-t)/(600*500F))
2.10.3 Position in car
Please refer to Figure 2.23.
Eq. 2.4
3 Accumulator
3.1
Accumulator pack 1
3.1.1 Overview/description/parameters
The vehicle contains two side pods that contain shutdown protection circuitry, fusing, GFD, AIRs,
and an accumulator containing 144 cells. Accumulator 1 (left side) and Accumulator 2 (right side)
are identical, as is everything in the side pods. Each accumulator contains four (4) battery packs.
Each pack contains 36 cells wired 9s4p. Each battery pack has a nominal voltage of 33.3 V.
Maximum Voltage:
151.2 VDC
Nominal Voltage:
133.2 VDC
Minimum Voltage:
108 VDC
248 A
50 A
144
Cell configuration:
36s4p
Total Capacity:
2557 kWh
6 Ah
Maximum Voltage:
4.2 V
Nominal Voltage:
3.7 V
Minimum Voltage:
2.8 V
50C
5C
50C
55C
Cell chemistry:
Lithium Polymer
cells. All 72 series batteries (containing 4 cells in parallel) from both accumulators are monitored by
the one BMS system.
3.1.5 Accumulator insulation relays
The Accumulator insulation relays are Tyco branded single pole single throw high voltage
contactors. They are contained in the safety circuitry box, along with the fusing, GFD, and the
shutoff circuit. There are 2 relays per accumulator box, 1 connected to the HV high side, and 1 to
the high voltage negative side. These are normally open type relays and only ever engaged when
the car is operational and no errors are found. At any time there is an error for the BMS, shutdown
circuit or safety interlock switch, the relays will dis-engage.
Relay Type:
Tyco
Contact arragment:
SPST
500 A
900 VDC
12 VDC
1 times at 2000 A
3.1.6 Fusing
The primary tractive system fuse is a Bussman LPJ-250SPI. This fuse is rated below the
maximum current defined for the 0 gauge cable used for the tractive system and is designed with a
10s delay at 500% overcurrent. This fuse is selected to provide the safety required but remain
flexible if small amounts of overcurrent occur.
Additionally fill out the following table:
Fuse type:
Bussman LPJ-250SPI
250A
300VDC
Type of fuse:
Slow Blow
I2t rating:
1500A2s at 450VDC
Component:
Rinehart PM 100DX
300A
KILOVAC EV200
500A
339A
while the negative connects to the negative most battery terminal. Then in between each of the
modules there is a single data line running from chip to chip, completing the data line loop.
The wiring diagram for the BMS is provided in Figure 3.3.
If a series error occurs (cell over voltage, cell over current, cell over temperature, etc.) the BMS will
throw an error, which is passed onto the shutdown circuit telling it that the BMS is not active. The
shutdown circuit will then have the AIRs disengage. From here the BMS can be hooked up to a
computer to figure out the error for troubleshooting.
3.1.8 Accumulator indicator
The accumulator indicator is located with other indicators on the shutdown box. This indicator is
and LED that gets pulled to ground through a 680 resistor connected directly from the BMS
control unit. In addition there is a charging indicator that uses the same setup as the accumulator
indicator and is also mounted on the shutdown box.
3.1.9 Wiring, cables, current calculations, connectors
The car is equipped one 75 kW motor, which limits the maximum draw at full charge to 250 A. The
wiring is sized for up to 300 A continuous.
The lithium polymer pouch batteries are connected together with diameter aluminum tubing
(see Figure XX). The tubing has a cross-sectional area of 182.4 mm^2, allowing an ampacity of
over 300 A. The tubing is cut into spacers between each of the tabs, these spacers are used to
make the series and parallel connections to the cells. The cells are then connected with the proper
length AN6 bolt (AN6H-14A - 3/8" 1.5" bolt or AN6H-24A - 3/8" 2.5" bolt depending on the
number of tabs), washer (AN970-616) and self-locking nut (AN365B624A).
A 1s4p pack with spacers is shown in Figure 3.4.
Wire type
300 A
Cross-sectional area
70 mm
? VDC
Temperature rating:
175 C
3.1.10 Charging
The entire accumulator (both left and right sides) will be charged using the ElCon PFC 2500
Charger which has a maximum voltage of 306 V. The charger is externally located and be on site
to charge the accumulators. The charger is connected to the side pod via a deutsch connector.
When charging the accumulators the car and BMS will be turned on to monitor the entire process
and provide data about the process. If there is a fault due to over charging a cell, then the BMS will
issue a fault and the shutdown circuit will dis-engage the AIRs.
Charger Type:
3.3 kW
306 V
10 A
Input voltage:
120/230 VAC
Input current:
20 A
3.2
Accumulator pack 2
3.2.1 Overview/description/parameters
Same as Accumulator 1, see Section 3.1.1 above.
3.2.2 Cell description
Same as Accumulator 1, see Section 3.1.2 above.
3.2.3 Cell configuration
Same as Accumulator 1, see Section 3.1.3 above.
3.2.4 Accumulator insulation relays
Same as Accumulator 1, see Section 3.1.4 above.
3.2.5 Fusing
Same as Accumulator 1, see Section 3.1.5 above.
3.2.6 Battery management system
Same as Accumulator 1, see Section 3.1.6 above.
3.2.7 Accumulator indicator
Same as Accumulator 1, see Section 3.1.7 above.
3.2.8 Wiring, cables, current calculations, connectors
Same as Accumulator 1, see Section 3.1.8 above.
3.2.9 Charging
Same as Accumulator 1, see Section 3.1.9 above.
3.2.10 Mechanical Configuration/materials
Same as Accumulator 1, see Section 3.1.10 above.
3.2.11 Position in car
See figure 3.1.12.1
3.3.1 Both Accumulators
Maximum Voltage:
302.4 VDC
Nominal Voltage:
266.4 VDC
Minimum Voltage:
216 VDC
248 A
50 A
288
Cell configuration:
72s4p
Total Capacity:
5114 kWh
Description
The energy meter will be mounted in the rear section of the right battery box using zip ties. The zip
ties will be attached to the hull with inserts bonded to the carbon fiber of the battery box.
4.2
The 1/0 gauge wire from the batteries will be connected to the HV+ terminal using the mating
connector. The energy meter will be connected to the 1/0 AWG cable from the motor controller
using a 1/0 AWG lug. Data for these connection can be found in the table below.
Wire type:
Current rating:
339A
1000V
Temperature rating:
70C to 150C
Equation 4.2
4.3
Position in car
5 Motor controller
5.1
Motor controller 1
RMS PM 100
50kW
360VDC
Output voltage:
250VAC
120A
Control method:
Analog signal
Cooling method:
Water
12VDC
Current rating:
339A
1000V
Temperature rating:
70C to 150C
5.2
Motor controller 2
The tractive system will be implemented using a one motor and one motor controller.
6 Motors
6.1
Motor 1
Enstroj EMRAX LC
Motor principle
50kW
Peak power:
100kW for 5s
Input voltage:
300VAC
Nominal current:
170A
Peak current:
330A
Maximum torque:
195Nm
Nominal torque:
100Nm
Cooling method:
Water
The maximum continuous torque could not be achieved during testing due to limitations in the test
equipment. The rated maximum continuous torque is 235 Nm and the maximum instantaneous
torque is 370 Nm for 10 seconds.
Wire type:
Current rating:
339A
1000V
Temperature rating:
70C to 150C
6.2
Motor 2
7 Torque encoder
7.1
Description/additional circuitry
The torque encoder used is a standard rotary potentiometer. Changes in our supplied 5V will be detected by
a micro-controller system that is dedicated to core car control systems. This micro-controller uses a built in
analog to digital converter to interpret the supplied voltage from the torque encoder. This will then be
translated to a power request signal that is transmitted to the motor controllers. The signal from the throttle is
converted proportionately to the power applied signal with no modifications at this point. These are third
party
motor controllers that supply three phase AC to the tractive system.
CTS Electrocomponents
Potentiometer
Supply voltage:
5V
1mA
Operating temperature:
-30..105 C
Used output:
0-5V
Wiring
The wiring diagram is shown in Figure 7.1. The diagram shows the interconnection of the critical
low-voltage components. The torque encoders portion is in the lower right hand corner where you
can see the actual sensors (potentiometer) being supplied with a 5V power supply and ground.
Their wires are connected to a dedicated sensor box in the front of the car where a microcontroller
puts the sensor data onto a CAN bus for logging. The signal wires are then passed on to the PCM
module for actual power control.
7.3
Figure 7.2 shows the way in which a D-shaft rotary potentiometer will be mounted to our throttle
fixture mechanically. Complete depression of the throttle will cause an approximately 23 rotation
of the potentiometer. Being consequently read from a 10-bit ADC this will yield approximately 78
detectable throttle positions in the control board.
8.1
8.1.1 Description
Once the HV contactors switch on, power for the LV system is provided by this converter.
Converter manufacturer and type:
Supply voltage:
180 375 V
Current Limit:
16.3 A
Operating temperature:
-55..100 C
-0.5 16.1 V
8.2
12 V Battery
8.2.1 Description
The battery is needed to activate the HV contactors. The 300 V to 12 V converter will be set to
provide an output voltage slightly above 13.3 V. This should maintain the charge on the 12 V
battery.
Braille G4
13.3 V
2.33
8.3
8.3.1 Description
This converter will source power to most of the sensors. The majority of sensors on the vehicle
require a 5 VDC supply.
Converter manufacturer and type:
Supply voltage:
5 25.2 V
Output Voltage:
5.1 V
7A
This converter draws its power (via 16 gauge wiring) from the 12 V fuse box and supplies power
(via 16 gauge wire) to the 5 V fuse box. The 12 V and 5 V power rails use the same ground plane,
so both sides of the converter are connected to it.
8.4
8.4.1 Description
Two fuse boxes are implemented (one with 12 fuses for 12 V power, one with 6 fuses for 5 V
power). These fuse boxes have no ground plane, so instead an external ground plane (consisting
of a copper plate attached to the dividing wall that separates the motor controller from the LV
systems) will be implemented.
8.4.2 Wiring and Cables
The 12 V draws power from the high voltage control board via 16 gauge wiring and delivers power
to the tractive system active light, the ready to drive sound, and the 12 V to 5 V converter (all via
16 gauge). The 5 V fuse block delivers power to the two throttle encoders, the brake pressure
transducer, the front sensor box, and the PCM (all via 22 gauge wiring). The ground plane is
connected to virtually every system in the car via wiring of the same gauge as that systems power
line.
The wiring of the LV fuse boxes and the ground plane is shown in Figure 8.7.
8.4.3 Position in car
Please refer to Figure 8.8.
8.5
8.5.1 Description
The PCM contains an Arduino with CAN-shield to gather data sent by the two sensor boxes and a
Raspberry Pi that sends a control signal to the motor controllers.
8.5.2 Wiring and Cables
The PCM is powered by 22 gauge wiring from the 5 V fuse block and ground plane. It receives
CAN-Bus data from the front sensor box as well as a special dedicated throttle line, all via 22
gauge wires. Finally, the PCM sends control signals directly to the motor controller via 22 gauge
wires.
The chassis will be made entirely of carbon fiber. For areas of the chassis that are within 100 mm
of the tractive system components or GLV components there will exist special connections to
ground the chassis to the LV system and testing will be performed to ensure a resistance of less
than 5 Ohms. To further reduce the resistance more intermittent connections to the LV system
ground can be made. The rear-sub frame will consist of anodized metal, and will be directly
connected to the low voltage ground.
9.2
Grounding Measurements
The measurements will be taken within 100 mm of any tractive system component or GLV
component on the carbon fiber chassis and to pass must be have less than 5 Ohms of resistance
to LV ground. For anodized metals the resistance must be less than 300 mOhms to LV ground
within 100 mm of any tractive or GLV component.
10 Firewall(s)
10 Firewall(s)
10.1 Firewall 1
10.1.1 Description/materials
The seat back is to be used as the firewall. The seat back is composed of carbon fiber which will
achieve the required scratch and puncture resistance to meet UL94-V0 standards. The seat back
will be coated in gold reflective tape to improve the fire resistance. The firewall will be conductive
and shorted to the low voltage ground through the chassis.
The datasheet for the gold reflective tape can be found in appendix 11.10.1.1
10.1.2 Position in car
Please refer to Figure 10.1.
10.2 Firewall 2
Only one firewall is needed to protect the driver from the tractive system, which is encapsulated
behind the seat.
11 Appendix
11.5.1.1 PM100 Motor Controller
Datasheet available at the following link:
http://www.rinehartmotion.com/products.html
The section pertaining to the PM100 motor controller can be found here.
11.6.1.2 HV Cables
Datasheet available at the following link:
http://www.champcable.com /product/exrad-xle-1000-volt-shielded-cable#
11