01 FSE-Rules-2012 FSG Workshop BEG Abstatt 20111029

Workshop 2011 – Bosch Engineering

FSE Rules 2012

Tobias Michaels

Agenda

Reasons for rule changes

Major rules changes and possible changes for the final

version

Global Electric Rules Development

Questions

Reasons for rule changes

Safety Issues that we have encountered prior, during and

after FSG2011

Clarifications to make the rules easier to understand

Balancing between concepts to keep it interesting

European Rules Harmonization & Global Rules

Development

Major rule changes & additions

3.7 Safety Responsible and Safety Advisor

Clarification: SR needs an HV-Certificate in any case, if not

an EE student

Safety Advisor: Professional Engineer with competence in the

respective area assists in developing the vehicle

Safety Advisor is a strong recommendation in 2012, but may

become mandatory in future rules sets


3.11 Testing and Work Safety

Nothing has changed

Always keep in mind work safety and common sense

The best is to always follow event rules (see the

EventHandbook 2011 for example)


4.3.1 Brake System Master cylinder actuation

The wording may change slightly

Removing 50% value to account for the fact that a stiff brake

pedal / brake system would only leave some mm of travel for

regenerative braking (if this rule is enforced)

Add another, similar criteria e.g. a maximum absolute brake

pedal travel to be used for regenerative braking


4.9 Firewall

Must be insulated

Must be fireproof according to UL94-V0 or equivalent

Must be puncture and scratch resistant

Must be well grounded, if a coated electrically conductive

material is used, see rule 7.9

Additional robustness requirements may be added


4.11.2 Power Limitation

85kW

Data of any violation will be made public

Further definition of a violation may be added

E.g. the 85kW limit must not be violated for more than 2% of the

official time for a particular run

Your Acc time: 3.81s

Maximum sum of violation duration: 76.2ms


4.11.4 Torque Encoder (throttle pedal position sensor)

Implausibility defined as 10% difference in pedal travel

Shutdown of the tractive system is now mandatory, if one

sensor fails (two sensor setup)


4.11.5 Torque Encoder Plausibility Check

Power to the motors has to be shutdown, if the torque

encoder signals more than 25% while the brake pedal is

actuated

Shutdown has to remain active until the torque encoder

signals less than 5% (hysteresis), no matter if the brake pedal

is still actuated or not


7.4 High-Voltage (HV) and Low-Voltage (LV)

Minimum spacing requirements may be added

7.5 Positioning of tractive-system parts

All parts belonging to the tractive-system must be contained

within the frame.

Outboard wheel motors need an interlock

The frame structure may be further specified


7.6 Grounding

300mOhm@1A for every possibly conducting part

Take grounding into account when designing / manufacturing

carbon fibre parts

The IMD is not the main cause for this rule.

Dangerous voltage levels from inductive and capacitive

coupling shall be prevented -> BMW KERS accident


7.13 Tractive-system-active light (TSAL)

The monitored voltage must directly control the TSAL (no

software control)

Driver helmet must not contact the TSAL in any position


7.16 Inertia Switch

Sensata or equivalent resettable crash sensor

Must interrupt the safety circuit in the event of an accident

May be reset by the driver

It must be possible to demount the device during

scrutineering to check it for proper operation


7.17 Safety Circuit

If the tractive system is shut down by BMS or IMD the tractive

system must remain disabled until being externally reset.

It must not be possible for the driver to re-activate the tractive

system from within the car in case of an BMS or IMD fault.

Motors must spin free, if the tractive system is de-activated


7.18 Activating the Tractive System

Only closing the Safety Circuit/AIRs must not set the car to

ready-to-drive mode

Additional actions are required by the driver to set the car to

ready-to-drive-mode e.g. pressing a dedicated start button

Being ready-to-drive and an active tractive system are not

same modes of operation!


7.19 Ready-To-Drive-Sound

Maximum duration of 3seconds

Ready-to-drive and tractive system active are not equal!

7.20 Fusing

Each wire must be fused lower than the continuous current

which it is able to carry

May be further specified


7.22.1 Accumulator Container->General

Building one big accumulator container out of several

interconnected accumulator containers may be prohibited in

the next release


7.22.2 Accumulator Container->Electrical Configuration

Maintenance plugs to separate the accumulator in stacks

carrying below 120VDC

Plugs have to be removed whenever accumulator container is

opened

REMOVED: Indicator has to be visible in ready-to-race

condition

Indicator must again be directly controlled (no software)


7.22.3 Accumulator Container->Mechanical Configuration

Accumulator container must not enter the driver’s cell area

during a deceleration of 20g in the respective direction

Must be able to withstand 10g deceleration in any other

direction

Calculations/tests proving this must be part of the SES

The used material must be fireproof according to UL94-V0


Cell stacks must be separated by an insulating and fire

resistant (according to UL94-V0 or equivalent) barrier in a

way, that no single cell stack contains more than 5MJ energy,

if fully charged.



Accumulator Container Top View


Stack1< 5MJ

AIRsetc.

Stack2< 5MJ

Stack3< 5MJ

7.25 HV Disconnect (HVD)

It must be possible to remove the HVD within 10 seconds in

ready-to-race condition.

The team will have to demonstrate this during E-

Scrutineering.


7.26 Battery Management System (BMS)

30% of the cell temperatures have to be monitored, if no

intrinsically safe cell chemistries are being used

7.27 Wiring of the tractive system supply

No further energy storages except for reasonably sized

intermediate circuit capacitors are allowed beyond this point.


7.28 Energy Meter

Energy flowing from the motor(s) to the accumulator(s) will be

multiplied with a factor of 0.9 and subtracted from the used

energy.

Cost Rules

Additional cost tables will be provided


FSAE Article B11.4.5 (Battery Chemistries)

Is not applicable for FSE cars

Will explicitly be excluded in the next release


FS UK and FSG have been working together to unify the

electric rule sets

You may have noticed the additions in both rule sets which

should allow building a car for both competitions without

headaches

Small differences are remaining

For example the EnergyMeters will remain different due to

different concepts in their purpose


FSG leads the development of a global electric rules set

It is planned to include this rules set in the FSAE 2013 rules

A draft will be released in spring 2012

This rules set will look very similar to the current FSE rules

The voltage limit is still under discussion


Events accepting cars complying with FSE rules:

Formula Student Germany

Formula Student Austria

Formula Electric and Hybrid Italy

Formula Student Spain


Events accepting electric cars (modifications may be needed):

Formula Student Uk (minor differences)

FSAE Australasia (minor differences)

Formula Hybrid (bigger differences, but still possible)


Events which plan to accept electric cars in the future:

FSAE West in 2013 (Lincoln, Nebraska)

FSAE Japan in 2013


Rules Questions can always be send to FSE-

[email protected] (please keep FSE Rule 3.2 in

mind regarding the format)

We are not a hotline. If you have questions which may delay

your design process, make sure to ask early

I will be around the whole day, just ask, if you have specific

questions

Jürgen Falb, Head of E-Scrutineering will also be around

Questions?

See you at Hockenheim

01. – 05. August 2012

Documents

01 FSE-Rules-2012 FSG Workshop BEG Abstatt 20111029