formula_sae_esf.tex

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\begin{document}


\renewcommand{\headrulewidth}{0pt}
\lhead{Olin College of Engineering, E218}
\chead{}
\rhead{\rightmark}
\lfoot{2016 Formula SAE Electric}
\cfoot{\includegraphics[width=2cm]{revo.png}}
\rfoot{\thepage}

\begin{titlepage}

    \centering
    \vfill
    \includegraphics[width=10cm]{revo.png}

    {\bfseries\Large
        REVO Electric Racing, Olin College of Engineering\\
        \vskip2cm
        Electrical System Form FSAE-E 2016\\
        Car E218\\
    }

    \begin{table}[H]
        \centering
        \label{my-label}
        \begin{tabular}{lr}
        University Name: & Olin College of Engineering \\ \hline
        Team Name: & REVO Electric Racing \\ \hline
        Car Number: & E218 \\ \hline
        ESF Contact: & Lisa Hachmann \\ \hline
        e-mail: & Lisa.Hachmann@students.olin.edu \\ \hline
        \end{tabular}
    \end{table}
\vfill

\begin{figure}[H]
\centering
\includegraphics[width = 0.9 \textwidth]{teamPhoto}
\end{figure}

\end{titlepage}


\tableofcontents
\addcontentsline{toc}{section}{Table of Contents}

\newpage
\listoffigures
\addcontentsline{toc}{section}{List of Figures}

\newpage
\listoftables
\addcontentsline{toc}{section}{List of Tables}

\newpage
\section*{List of Abbreviations}
\addcontentsline{toc}{section}{List of Abbreviations}
\begin{itemize}
    \item MSD- Manual Service Disconnect
    \item CONN- Main accumulator connector
    \item NDA - Non Disclosure Agreement
    \item SDB- Shutdown Button
\end{itemize}


    Any other abbreviations used in this document are those used in the 2016 Formula SAE Rules and those used in the FSAE ESF template document.

\setlength{\parindent}{0pt}

\newpage
\pagenumbering{arabic}


\section{System Overview} %Short description of system's concept

    The system will support all requirements for vehicular movement while guaranteeing driver and maintenance safety. There will be two primary electrical systems, galvanically isolated from each other: a \hlr{98.4V} high power tractive system (maximum) and a 12V low power sense and communication system.\\

    The low power system will include a shutdown circuit, a series of sensors and switches that ensures the vehicle is safe to drive before engaging the tractive system. \hlr{A 12V lead acid battery powers the GLV and shutdown system}. The shutdown circuit will monitor the vehicle for dangerous conditions, such as a collision or ground fault in the tractive system, and will disengage the tractive system in case of emergency. Finally, the low power system will power a CAN communication network using ATmega16M1 microcontrollers that will be used to operate several rules required functions, such as the ready to drive sound, and will also serve as a debugging tool for both electrical systems.\\

    The tractive system consists of a custom accumulator container, two Sevcon motor controllers, and two Zero Motorcycles brushless DC motors. The accumulator comprises 12 Nissan Leaf battery modules. The motors are configured for rear wheel drive with independent control over the left and right wheels. Communication to the motor controllers is completed using an analog signal from the isolated CAN system.\\

    See Figure \ref{tractive} for an electrical block diagram.

        \begin{sidewaysfigure}[p]
            \includegraphics[width=\textheight]{tractiveblock}
            \caption{\hlr{Tractive system block diagram. Please note that there is additional circuitry around the precharge relay, which is clarified in figure} \ref{prechargeschem}}
            \label{tractive}
        \end{sidewaysfigure}

        \begin{table}[H]
            \centering
            \begin{tabular}{|l|l|}
            \hline
                Maximum Tractive system voltage & \hlr{98.4V} VDC \\ \hline
                Nominal Tractive system voltage & 90 VDC \\ \hline
                Control-system voltage & 13.5VDC \& 12VDC\\ \hline
                Accumulator configuration & 2s2p in 12s \\ \hline
                Total Accumulator capacity & 65.0 \\ \hline
                Motor type & Brushless DC Motor \\ \hline
                Number of motors & Total: 2 \\ \hline
                Maximum combined motor power in kW & 65.7 kW \\ \hline
            \end{tabular}
            \caption{General parameters}
            \label{systemtable}
        \end{table}

\newpage

\section{Electrical Systems}

    \subsection{Shutdown Circuit}

        \subsubsection{Description/Concept}

            The shutdown circuit is the primary method for maintaining driver and maintenance electrical safety at all times. The shutdown circuit prevents high voltage from being present outside of the accumulator container before the vehicle is safe to drive and will shut down the tractive system during driving if it detects an unsafe or emergency condition. The shutdown circuitry directly controls the current going to the AIRs through a series of safety sensors and relays. Triggering the shutdown circuit opens the circuit and causes the AIRs to open. To power the system, we have \hlr{a 12V lead acid battery}.  \\

            The shutdown circuit consists of 10 major components

                \begin{itemize}
                    \item The GLVMS controls all power to the GLV system. As a result, high voltage cannot be present when the low voltage system is not active.
                    \item The TSMS is the last component in the shutdown circuit before the AIRs. This allows full testing of the GLV system without engaging the TS and only intentional use of the TS.
                    \item The BOTS is used to detect a mechanical failure in the brake system. If the brake system fails, the TS is disabled to allow the vehicle to roll to a stop and ensure the safety of the driver.
                    \item The SDBs are used for emergency shutdown of the TS. The cockpit SDB allows the driver to quickly shutdown the tractive system from the driver's seat. The left and right SDBs are intended for emergency shutdown in a crash or rollover scenario by first responders.
                    \item The IMD is used to detect if the TS has lost isolation with the GLV system. This protects from lost isolation being live on the chassis, which acts as ground.
                    \item The AMS monitors the state of the accumulator and triggers a TS shutdown if the modules enter a dangerous temperature or electrical condition.
                    \item The inertia switch triggers a TS shutdown if it experiences an acceleration indicative of a collision. This ensures the vehicle is electrically safe in an emergency situation.
                    \item Interlocks close the shutdown circuit when all high voltage connections are properly made. This ensures that high voltage is only present within the TS and disabled if connections are left open.
                    \item The BSPD detects if the motor controllers are drawing significant current from the accumulator while the brakes are engaged. To protect the driver and the vehicle, this scenario triggers a TS shutdown.
                    \item Finally, the shutdown circuit contains a CAN Watchdog to shut down the TS in the event of a CAN error. This functions as protection in the rare event of software failure.
                \end{itemize}

            %Describe concept, the master switches, bots, and fill table
            %add additional switches in the table

            \begin{table}[H]
                \centering
                \begin{tabular}{|l|l|}
                \hline
                    Part & Function \\ \hline
                    Main Switch (GLVMS and TSMS) & Normally open \\ \hline
                    Brake over travel switch (BOTS) & Push-pull button \\ \hline
                    Shutdown buttons (SDB) (Left, right, cockpit) & Normally closed \\ \hline
                    Insulation Monitoring Device (IMD) & Normally open \\ \hline
                    Battery Management System  (AMS) x4 & Normally open \\ \hline
                    Inertia switch & Normally closed \\ \hline
                    Interlocks & Closed when circuits are connected \\ \hline
                    Brake System Plausibility Device (BSPD) & Normally Open \\ \hline
                    CAN Watchdog & Normally closed \\ \hline
                \end{tabular}
                \caption{List of switches in the shutdown circuit}
                \label{switchlist}
            \end{table}

        \subsubsection{Wiring/Additional Circuitry}

            %Describe wiring and additional circuitry, show extra schematics if you do something weird, then describe the additional circuitry and use a lot of figures

            \begin{figure}[H]
                \centering
                \includegraphics[width = 1 \textwidth]{shutdownswitches}
                \caption{Shutdown Circuit Switches}
                \label{switchesonly}
            \end{figure}

            Figure \ref{switchesonly} shows only the switches in the shutdown circuit, and does not include the AIRs or the precharge and discharge systems. The tractive system can only be enabled when all switches are closed, allowing the AIRS to be closed. The point after the TSMS splits into power for the AIRs, which are in parallel, the keyswitch (trigger for the internal precharge system of the motor controller) and the discharge system. This schematic has been simplified to not include the circuitry around the coils that close these switches, but those schematics can be found in their respective sections.

            \begin{table}[H]
                \centering
                \begin{tabular}{|l|l|}
                \hline
                    Total Number of AIRs: & 2 \\ \hline
                    Current per AIR & 3.8A until 150 ms passes, then 0.4 A \\ \hline
                    Additional parts consumption within the shutdown circuit: & \hlr{3A}\\ \hline
                    Total current: & \hlr{8} A until 150 ms passes, then \hlr{~4A} \\ \hline
                    Cross sectional area of the wiring used: & 0.00080384 in$^{2}$ (20 AWG) \\ \hline
                \end{tabular}
                \caption{Wiring- Shutdown Circuit}
                \label{ShutdownCircuitTable}
            \end{table}

            \hlr{The GLV system also has 12V and 5V supply lines in parallel to the shutdown circuit. It supplies the 555 timers, CAN nodes, coils and lights, which are all in parallel with the AIRs.}

        \subsubsection{Position in Car}

        There are many shutdown components are in or mouonted to a housing called \hlr{motor controller} housing, which is a waterproof enclosure located at the rear of the chassis, behind the main hoop, \hlr{underneath the motor controllers}.  This enclosure is bolted onto steel brackets which are welded to the main hoop.  This enclosure consists of an \hlr{Nylon} panel where the TSMS, GLVMS, TSMPs, GLVMPs, AMS reset button, and IMD reset button will be mounted, and a 3D printed rear housing with integrated 23-pin TE connectivity Ampseal connector, as seen in figure \ref{cpanel1}. In addition to the buttons and measuring points, the housing also contains the IMD, IMD relay, a PCB (Side panel node, which includes the watchdog relay), and the GLV battery, as seen in figure \ref{cpanel2}.  Mounted to the outside of the box includes the GLVMS and TSMS. The tractive system and low voltage systems are separated by at least two centimeters at all times, with certain wires wrapped in nomex tubing.

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.6 \textwidth]{MCHousingdiagram}
                \caption{Outside view of the side panel housing, labelled}
                \label{cpanel1}
            \end{figure}

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.6 \textwidth]{MCHousinginside}
                \caption{Inside view of the side panel housing. The DC-DC converter will actually not be placed here.}
                \label{cpanel2}
            \end{figure}

    \subsection{IMD}

        \subsubsection{Description (Type, Operation Parameters)}

            The IMD used will be a Bender A-ISOMETER IR155-3204. The output is normally high and only low if it does not detect a ground fault. The output is then used in a 4PDT relay to close the switch in the shutdown circuit and activate the CAN system to not power the IMD light in the dashboard.
            %Need to include set point of ground fault

            \begin{table}[H]
                \centering
                \begin{tabular}{|l|l|}
                \hline
                    Supply voltage range: & 10...36VDC \\ \hline
                    Supply voltage & 12VDC \\ \hline
                    Environmental temperature range: & Unknown \\ \hline
                    Selftest interval: & Every 5 minutes \\ \hline
                    High voltage range: & 0-1000 VDC \\ \hline
                    Set response value: & 100 k\ohm\\ \hline
                    Max. operation current: & 150 mA \\ \hline
                    Approximate time to shut down at 50$\%$ of the response value: & $\leq$ 40 sec \\ \hline
                \end{tabular}
                \caption{Parameters of the IMD}
                \label{IMDparameters}
            \end{table}

        \subsubsection{Wiring/Cables/Connectors}

            To fit the connectors and the low current draw of the IMD, the wires used for the IMD will be 22 AWG and 18 AWG. There is a fuse protecting the low current, high voltage wiring of the IMD and other components, and it is rated to 1A (details of the fuse are in the appendix, section \ref{imdappendix}). \hlr{It is the same fuses (1A on both poles) that protect the other high voltage, low current devices.}

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.4 \textwidth]{Only_IMD}
                \caption{Schematic of the IMD and its connections}
                \label{IMD}
            \end{figure}

            The IMD output powers a four pole double throw relay. However, for the relay to become powered, at the start of each driving/operable session (not when there is a fault in the shutdown system), a person must press the IMD reset button, which closes the circuit and allows the coil to power itself through the first pole. The other two poles close the shutdown circuit and the input pin to the CAN node. The fourth pole is not connected. The can input will inform the CAN system about the status of the IMD (pull up resistor ensures IMD CAN pole input is not left floating). The ATmega16M1 controls the IMD light in the cockpit through the CAN system. With the coil powered from the IMD's positive output, the shutdown circuit will close.

            The connectors used for the IMD are the TYCO-MICRO MATE-N-LOK 1 x 2-1445088-8 and its mate. 18 AWG wire will be used to connect the low voltage connections between the IMD and side panel PCB. The 18 AWG wire used is rated for 300V, 90 \degree C.

            %connectors and cables used? Useful data regarding the wiring, including wire gauge/temp.voltage rating and fuses protecting the wiring

        \subsubsection{Position in Car}

            As part of the shutdown circuit, the IMD will be located inside the enclosure shown in Figure \ref{cpanel2}. This is a convenient location for the IMD as high voltage sensing lines must already be present here for the TSMP's.

    \subsection{Inertia Switch}

        \subsubsection{Description (Type, Operation Parameters)}

            The Sensata Resettable crash sensor (6-11g version) will trigger due to an impact that decelerates the vehicle at between 6-11g.

    \begin{table}[H]
    \centering
    \begin{tabular}{|l|l|}
    \hline
    Inertia switch type & Sensata 6-11g crash sensor \\ \hline
    Supply voltage range & 12 VDC \\ \hline
    Supply voltage & 12VDC \\ \hline
    \begin{tabular}[c]{@{}l@{}}Environmental temperature\\ range\end{tabular} & -10-120 \degree C \\ \hline
    Maximum operational current & \begin{tabular}[c]{@{}l@{}}20A for max. duration 30sec, \\ 10A max. continuous\end{tabular} \\ \hline
    Trigger charactersitics & \begin{tabular}[c]{@{}l@{}}Operate above 11g peak, 60ms duration\\ Not operate below 6g peak, 60ms duration\end{tabular} \\ \hline
    \end{tabular}
    \caption{Parameters of the Inertia Switch}
    \label{InertiaTable}
    \end{table}

        \subsubsection{Wiring/Cables/Connectors}

            The Inertia switch will be wired to be normally closed and open the shutdown circuit in the case that there is a crash. The inertia switch is wired in-line with the shutdown circuit to be normally closed. Please see figure \ref{switchesonly} for the position of the IMD in relative to the other shutdown system components.

                %connectors and cables, useful wiring data?

            % \begin{figure}[H]
            %     \centering
            %     \includegraphics{inertia}
            %     \caption{\hlr{Schematic of the inertia switch and references to where it is in the shutdown circuit}}
            %     \label{inertia}
            % \end{figure}

            % \begin{figure}[H]
            %     \centering
            %     \includegraphics[width = 0.5 \textwidth]{sensatawiring}
            %     \caption{Wiring example for the Inertia switch, see appendix for full datasheet}
            %     \label{wiringinertia}
            % \end{figure}

        \subsubsection{Position in Car}

        The inertia switch will be located on the dashboard, in reach of the driver as to fit EV5.7.4. \hlr{It is mounted properly (upwards), so it can be triggered and reset.}

    \subsection{Brake Plausibility Device (BSPD)} \label{BSPD}

        \subsubsection{Description/Additional Circuitry}

The BSPD will constantly check if there is a substantial amount of current across the motor controllers and if the brakes are being pressed hard. If both are true, after 0.5 second of continuity, the relay will open the switch in the shutdown circuit. The circuitry consists of a series of op amps and logic gates which detect when the combined current going to both motors is greater than 50A and the brake sensor is being activated. The output of this result then powers a 555 timer which will output a high pulse to the reset pin of a SR-latch which allows for the circuit to be latching.

There are two Hall Effect current sensors monitoring the current draw of the two individual motor controllers. The measured current draw of both sensors is then summed in order to get the total current.


            \begin{table}[H]
                \centering
                \begin{tabular}{|l|l|}
                \hline
                Brake sensor used: & Pegasus Brake Light switch, part 3601 \\ \hline
                Torque encoder used: &  Active Sensors MHR5621\\ \hline
                Supply voltages: & 5V \\ \hline
                Maximum supply currents: & 15 mA\\ \hline
                Operating temperature: & -55 to 150 \degree C \\ \hline
                Output used to control AIRs: & TE Connectivity Relay, part PB766-ND \\ \hline
                \end{tabular}
                \caption{Torque Encoder Data}
                \label{TorqueEncoder1}
            \end{table}

        \subsubsection{Wiring}

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.9 \textwidth]{BSPD}
                \caption{Schematic of the BSPD}
                \label{BSPDschem}
            \end{figure}

Two hall effect current sensors, each wired around the power lines of the motor controllers, will send a proportional signal to a comparator. If the (summed) current is above 50 Amps, the output will be positive, and a positive signal will be sent to the AND gate. If the brakes are actuated, a positive signal will come from the brake pressure switch, causing the AND gate to return positive. This output powers a 555 timer, which if it remains powered for 0.5 seconds will send out a high pulse to the reset pin of an RS-latch. The normally open relay will be opened because of the reset state of the RS-latch, shutting down the current to the AIRs. The BSPD can be reset through CAN which will send a high pulse to the set pin of the RS-latch. \hlr{This is a failure mode that is possible, however it is also possible for the AMS reset. In either case, being reset is the safer mode to fail. Microcontroller failure will be caught by watchdog and the shutdown system will open anyway. BSPD reset button has been moved to the back side panel, sharing the same button as the AMS reset. If the AMS system is not having any issues (as seen through CAN), then the BSPD will reset.  }



            %INcluding the circuit board? Show data regarding the cables and connectors used, and how this opens the shutdown circuit

        \subsubsection{Position in Car/Mechanical Fastening/Mechanical Connection}
 The brake sensor is Pegasus Racing P/N 3601 pressure switch that activates between 60 and 120psi. It is attached to the brake line using a -3 AN T-fitting. The brake system is composed of a combination of hard and flexible brake line and will use a combination of SAE flare connections and AN fittings.

            The circuit board controlling the BSPD is located near the motor controllers, on a board called motor controller controller. The input line from the brake will be fed from the front bulkhead of the vehicle. The board will be positively retained using standard hardware and stand-offs, all external connections will be made using Ampseal connectors and all internal enclosure connections will be made using Molex PCB connectors. Figures \ref{BSPDmech1} and \ref{BSPDmech2} show how the brake sensor will be mounted and where it will be located.

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.8 \textwidth]{brakeincar}
                \caption{View of BSPD Pressure Switch and T-Fitting}
                \label{BSPDmech1}
            \end{figure}

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.7 \textwidth]{brakesensor}
                \caption{Approximate Location of BSPD Pressure Switch in Vehicle}
                \label{BSPDmech2}
            \end{figure}

    \subsection{Reset/Latching for IMD and BMS}

        \subsubsection{Description/Circuitry}

            %Describe the concept and circuitry of the latching/reset system for a tripped IMD or BMS.  Describe the method for resetting the IMD and BMS.

            If the AMS detects a fault, it opens the shutdown circuit, and latches into that state. When the AMS reset button is pressed, the nearby CAN node passes a CAN message to the AMS boards. If the accumulator is within safe electrical and temperature operating limits the AMS closes the shutdown circuit.\\

           To reset the IMD an operator other than the driver must push the IMD reset button located on the outside of the car on a panel next to the TSMPs, master switches and E-stops. If the output of the IMD is high because there is no ground fault, the reset button will activate the coil and close the shutdown circuit.

        \subsubsection{Wiring/Cables/Connectors}

            %Calcs for connectors and cables used and how they open the shutdown circuit
            The IMD's output, as seen in figure \ref{IMD}, continuously closes the shutdown circuit as long as its output is high. The reset button closes the circuit to the coil to then allow the coil to power itself for as long as the output is high. Once low, the coil will open its four poles, thereby allowing power to the CAN node input, thereby activating the IMD light or the switch in the shutdown circuit. The 4PDT relay is specified for 15A, while the GLV system it controls is fused for \hlr{5}A. The wire gauge to the IMD relay is 20AWG.\\

            % BMS reset wiring
            The BMS reset button is a button that connects 5V to a CAN input pin on the side panel node later mentioned in section \ref{imdnode}. When the CAN node receives a high signal it sends a message to the rest of the system, including the AMS nodes, and if the AMS detects the accumulator is safe, the AMS relay will close the shutdown circuit and allow normal operation. All wire gauges will be 20 AWG except for PCB traces. \\

        \subsubsection{Position in Car}

            The IMD and BMS reset buttons will be panel mounted to the enclosure shown in Figure \ref{cpanel2}. The AMS will be within the accumulator container.

    \subsection{Shutdown System Interlocks} \label{interlocks}

        \subsubsection{Description/Circuitry}

            %Concept and circuitry
            %Note: Interlocks are circuits used to open the shutdown circuit if a connector is disconnected or enclosure is opened.  This is not the entire shutdown circuit.
            Interlocks are low voltage mechanically activated switches that close when a high voltage connection is made or a system is closed.  In the shutdown circuit, the main accumulator connectors, and the HVD have interlocks. The shutdown circuit will be open when any of these TS connections are opened. There is also an interlock on the charger connector which bypasses the main battery connector interlocks.

        \subsubsection{Wiring/Cables/Connectors}

            Interlock wires are mechanically integrated with HV connectors such that they are simultaneously disconnected with the removal of a connector. The removal of a connector therefore breaks shutdown circuit continuity. The interlock wires will be 20 \hlr{or 22} AWG and be fused from the shutdown GLV fuse (2A).

            \begin{figure}[H]
                \centering
                \includegraphics{interlocks}
                \caption{Interlocks contained in the shutdown circuit}
                \label{interlockschem}
            \end{figure}

        %    \begin{figure}[H]
        %        \centering
        %        \includegraphics[width = 0.3 \textwidth]{MSD}
        %        \caption{MSDs in the accumulator, indicated by the red arros}
        %        \label{MSDs}
        %    \end{figure}

        \subsubsection{Position in Car}

            Interlocks are contained within the main accumulator two-pole HV connector (labeled CONN) and the HVD. Both connections are out of the accumulator, and located in the back of the car. Please see section \ref{hvdsection} for details.

            There is a charger interlock that overrides (in parallel with) the main connection interlocks. This interlock is only used during charging.

    \subsection{Tractive system Active Light}

        \subsubsection{Description/Circuitry}

            % \begin{figure}[H]
            %     \centering
            %     \includegraphics[width = 0.5 \textwidth]{TSALshining}
            %     \caption{Product picture of the TSAL, from Super Bright LEDs part no. M9-R4}
            %     \label{tsalsuperbright}
            % \end{figure}

            The TSAL illuminates when the tractive system is active, which is defined as the tractive system voltage being over 60V or the AIRs being closed.

            %% tsal light has changed

            \begin{table}[H]
                \centering
                \begin{tabular}{|l|l|}
                \hline
                Supply voltage: & 12V \\ \hline
                Max. operational current: &  0.04A\\ \hline
                Lamp type & LEDs \\ \hline
                Power consumption: & 0.48 W\\ \hline
                Brightness & Unknown \\ \hline
                Frequency: & Manual with 555 timer, \hlr{3.1} \\ \hline
                Size (length x height x width): & 103x27x51 mm \\ \hline
                \end{tabular}
                \caption{Parameters of the TSAL}
                \label{TSALparameters}
            \end{table}

        \subsubsection{Wiring/Cables/Connectors}

            %Describe wiring, show schematics, describe connectors and cables used and show useful data regarding the wiring.  Include gauge, voltage and temperature rating of wiring used and any fuses or other overcurrent protection used.

             The circuitry designed has two optocouplers with the mosfet sides in parallel. If either optocoupler is powered, the TSAL will be powered. On the TS-controlled optocoupler, when the TS is over 60V, zener diodes with a breakdown voltage of 56V and 3.6V respectably power one side of an optocoupler when the TS voltage is over 60V. On the GLV-controlled optocoupler, the optocoupler is powered when there is shutdown voltage before the AIRs. In this way, the light will be powered when the tractive system is over 60V or the AIRs are closed. \hlr{The TS input to the zener diode circuitry is after the same 1A fuses as previously mentioned for the IMD and R2D. } The power line for the TSAL is also interrupted by a mosfet that has its gate controlled by a 555 timer to allow it to blink at a rate of \hlr{3.1} Hz.

            \begin{figure}[H]
            \centering
            \includegraphics[width = 0.7 \textwidth]{TSAL_FSAE}
            \caption{Schematic for the TSAL}
            \label{TSALschem}
            \end{figure}

            All connections made by wires will be 20 AWG rated for 600V, 125 \degree C and 7A, while all PCB traces will be a minimum of 12 mil, but nominally 20 mil in width. The TS voltage will have been fused to 1A on both \hlr{the positive and negative TS poles, with the same fuses that protects the TSMPs, IMD and R2D sound (fuses located on the AIR control board PCB). The fuse has a 125V rating and 300 A @ 125VDC interrupt rating. It only protects the DC-DC converter for the TSAL circuitry and TSAL TS input, IMD, accumulator indicator and R2D sound. It used to protect a GLV DC-DC but that has been removed. It is within the low current TS voltage harness, which connects to the 8-pin Ampseal on the side panel PCB. }

            %highlight the caption of the replacement picture.
            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.7 \textwidth]{TSALspacing}
                \caption{PCB for the TSAL circuitry, located on the side panel PCB. The circled photorelay mosfets control the tsal circuitry}
                \label{sidepanelpcb}
            \end{figure}

        \subsubsection{Position in Car}

            The TSAL will be mounted to the underside of the highest point of the main roll hoop, per EV 4.12.4, \hlr{using a mounting point of a small metal tab on the frame. }The PCB will be located in the side panel enclosure, also known as the \hlr{motor controller} housing.

    \subsection{Measurement Points}

        \subsubsection{Description}

            %Describe the housing used and how it can be accessed, etc.  Describe how the measurement points protected/covered when not in use and how the electrical connections on the back of the measurement points are protected when the measurement points are being used.

            The TSMPs and GLVS ground measuring points are housed in a non-conductive, well-marked housing that can be opened without tools. It will be protected from people touching it by shrouded banana jack connectors \hlr{and multimeter probe covers}. The measuring points allow for safe measurement of the tractive system voltage and for manual detection of ground faults. The TSMPs will be in the same housing as the side panel CAN node and PCB.

        \subsubsection{Wiring, Connectors, Cables}

            \begin{figure}[H]
                \centering
                \includegraphics{TSMP}
                \caption{\hlr{Tractive System Measuring Points}}
                \label{fig:TSMPschematic}
            \end{figure}

            Figure \ref{fig:TSMPschematic} shows the TSMP schematic. Left shows the schematic including the banana jacks. Right shows the multimeter measuring the tractive system, with the multimeter's expected resistance and the same resistors as before the TSMP's on the left side.\\

            There will be \hlr{three} measuring points: TS+, TS-,and GLV-. The TSMP connections will be secured with 5 k\ohm current limiting resistors. The worst case scenario for the TSMPs occurs when there is a short between the TS+ and TS- banana jacks. This could occur as a result of operator error when measuring the TS  voltage and create a voltage over a human operator's hands. The current limiting resistors ensure that the current draw in this scenario will not harm a human. \hlr{There is no fuse before the TSMP resistors and probe points.}

            \begin{align}
                V = I * R \\
                100 V = I * 10,000 \ohm \\
                I = 0.01A
            \end{align}

            \begin{align}
                P = I * V \\
                P = 0.01 I * 100V V \\
                P = 1 W
            \end{align}

            Therefore, a 1W, 5k\ohm resistor will be placed before each TSMP banana jack. The resistor will be on the side panel PCB, which contains all of the low current TS circuitry and certain shutdown components. \\

            Another worst case scenario that could occur at the measuring points is a short between the TS and GLV systems over the banana jacks, again by operator error. In this scenario, the IMD will open the shutdown circuit.

            The TSMP banana jacks are 72930-2 and 72930-0 Pomona Electronics 4 mm banana jacks (red and black, respectively). The TSMP resistors are Vishay Dale, \hlr{ALSR035K000FE12}  (manufacturer's part number), rated for \hlr{122}V and part of the \hlr{ALSR} series. The datasheets for both the banana jacks and the resistors can be found in section \ref{tsmpappendix}.

            %Describe wiring, show schematics, and describe connectors and cables used and show useful data regarding the wiring.  Include details on the protection resistor including resistance, voltage and power rating.

        \subsubsection{Position in Car}

            The TSMP's will be located in the enclosure shown in Figures \ref{cpanel1} and \ref{cpanel2} along with the side panel circuitry. Body panel removal will not be required for access. The enclosure itself is bolted together using 1/4" hardware.

    \subsection{Pre-Charge Circuitry}

        \subsubsection{Description}

            In order to prevent damage to the motor controllers, AIRs, and ultimately the driver, it is important to ramp the tractive system up to full operating voltage rather than instantaneously jump from 0V to 100V. One consequence of an immediate transition to high voltage can be arcing across the AIRs. This can cause pitting in the relay contacts over time and ultimately cause the system to fail. Pre-charging reduces the difference in potential on each side of the relay to prevent arcing and ensure the integrity of the electrical system over many uses.

        \subsubsection{Wiring, Cables, Current Calculations, Connectors}
.
            Once the shutdown circuit is closed, it will immediately power the coils of the normally closed discharge relay, the normally open precharge relay, and the normally open TS- AIR. This opens the discharge relay, and closes the precharge relay and TS- AIR. Instead of connecting Batt+ to TS+ through a current limiting resistor, the precharge relay connects B+ to the key switch terminal on each of the Sevcon motor controllers. When powered by their key switch terminals, the motor controllers charge their internal capacitors up to around 50V for 0.5 seconds, then up to 90V (or another specified voltage) for 0.1 seconds. The CAN system clocks this process with a timer in software, and then considers precharge to be finished and sends a CAN message. This CAN message causes a node in the accumulator to allow the shutdown circuit to close the TS+ AIR.
            %before signaling though the CAN system that the precharge is complete.

        Please note the schematic in figure \ref{prechargeschem}.

        \begin{sidewaysfigure}[p]
            \includegraphics[width=\textheight]{precharge}
            \caption{\hlr{Precharge system schematic, including the AIR economizers}}
            \label{prechargeschem}
        \end{sidewaysfigure}

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.8 \textwidth]{PrechargeVoltage}
                \caption{Voltage vs time, measured in a test setup. }
                \label{PCvoltage}
            \end{figure}

            In figure \ref{PCvoltage}, the voltage of a test setup of the pre-charge system internal to the motor controller was measured. Because there is no resistor other than the motor controller, the current could not be calculated and/or graphed. This was discussed in rules clarification ticket 4487. As discussed above, the function describing the pre-charge is stepwise.

            \begin{table}[H]
                \centering
                \begin{tabular}{|l|l|}
                \hline
                Resistor type & N/A \\ \hline
                Resistance & N/A \\ \hline
                Continous power rating & N/A \\ \hline
                Overload power rating & N/A \\ \hline
                Voltage rating & 150 VDC \\ \hline
                Cross-sectional area of wire used & 0.001275 in\textasciicircum 2 (18 AWG) \\ \hline
                \end{tabular}
                \caption{General data of pre-charge resistor }
                \label{prechargeresistor}
            \end{table}

            %table here of precharge relay

            \begin{table}[H]
                \centering
                \begin{tabular}{|l|l|}
                \hline
                Relay type & Omron Electronics, G5CA series, part no. G5LE-14-DC12 \\ \hline
                Contact arrangement & SPDT \\ \hline
                Continous DC current & 10A \\ \hline
                Voltage rating & 125VDC \\ \hline
                Cross-sectional area of wire used & 0.001275 in$^{2}$ (18 AWG) \\ \hline
                \end{tabular}
                \caption{General data of the pre-charge relay}
                \label{PCrelay}
            \end{table}

        \subsubsection{Position in Car}

            The pre-charge circuit is located internal to the Sevcon motor controllers. The position of the controllers in the vehicle is discussed at length in section 5.1.3 and first shown in figure \ref{mcsideview}.

    \subsection{Discharge Circuitry}
    \label{dischargesection}

        \subsubsection{Description}

            %concept
            When the car shuts down, there are still reserves of energy in the tractive system that can be harmful to the driver or team members conducting maintenance. The discharge circuit dissipates the capacitance found in the vehicle after TS shutdown. When the shutdown circuit is opened, the normally closed discharge relay will close a switch and discharge the tractive system with a 220\ohm  power resistor.

        \subsubsection{Wiring, Cables, Current Calculations, Connectors}

            %plot of discharge current vs time
            %formula describing the plot

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.8 \textwidth]{Discharge}
                \caption{Schematic of the discharge system}
                \label{dischargeschem}
            \end{figure}

            Since the internal capacitance of our motor controllers was unknown, it was determined by the team experimentally.

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.8  \textwidth]{experimental_discharge.eps}
                \caption{A single motor controller being discharged across a known resistor.}
                \label{discharge}
            \end{figure}

            That experimental discharge in figure \ref{discharge} starts at 17.65 volts at a time of -1403 milliseconds. Given that this is an RC parallel circuit, we expect to loose 63\% of the charge in the first RC time constant. The graph hits $17.56 V * 0.37 = 6.53 V$ at 773.5 milliseconds, or in 2.1765 seconds. Given that we know we were discharging with an $846 \Omega$ resistor, we can calculate the internal capacitance of the motor controller.

            \begin{align}
                RC &= 2.1765 s\\
                C &= \frac{2.1765 s}{846 \Omega}\\
                C &= 2.57 mF
            \end{align}

            With that calculation, we can estimate that our two motor controllers will have a combined capacitance of $5.14 mF$ that the discharge circuit needs to handle.

            With a $220 \Omega$ discharge resistor, we can calculate how the discharge will progress over time using the natural response of an RC circuit,

            \begin{align}
                V(t) = V_{0} * e^{-t/RC}
            \end{align}

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.8  \textwidth]{voltage.eps}
                \caption{The theoretical discharge of both motor controllers across the resistor specified in table \ref{dctable}. This calculation shows that we should able to discharge to well under 60V DC in 5 seconds.  }
                \label{discharge_volts}
            \end{figure}

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.8  \textwidth]{current.eps}
                \caption{The current of the theoretical discharge.}
                \label{discharge_amps}
            \end{figure}

            %table of discharge circuit

            \begin{table}[H]
            \centering
            \begin{tabular}{|l|l|}
            \hline
            Resistor type & WH Series, part no. WH50-220RJI \\ \hline
            Resistance & 220 \ohm \\ \hline
            Continuous power rating & 50W \\ \hline
            Overload power rating & See figure in appendix \\ \hline
            Maximum expected current & 0.45 A \\ \hline
            Average current & 0.1 A \\ \hline
            Cross-sectional area of the wire used & \hlr{0.0005065} in$^{2}$ (22 AWG) \\ \hline
            \end{tabular}
            \caption{\hlr{General data of the discharge circuit}}
            \label{dctable}
            \end{table}

            At peak power, the discharge resistor should be dissipating 44.82 W. The power rating of the resistor is higher than the peak power it will see. Further resistor and relay information can be found in section \ref{dischargeappendix}.

        \subsubsection{Position in Car}

            The circuit board containing the discharge circuit called the AIR control board will be housed inside the accumulator, above and isolated from the battery cells.

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.6 \textwidth]{Discharge_PCB}
                \caption{The discharge relay is pointed out in the red box, on the PCB containing most of the accumulator wiring (called AIR control board). The resistor will be located right next to the PCB, at the same height of the accumulator.}
                \label{fig:my_label}
            \end{figure}

    \subsection{HV Disconnect (HVD)} \label{hvdsection}

        \subsubsection{Description}

            We will be using an Anderson Power Products SB Smart VEH-G12 HVD (P/N 115158G12 Vehicle Side and P/N 115158G11 Outboard Side) as our high voltage disconnect, provided by Zero Motorcycles. The part we have in-hand also has a rubber grip on the outboard side of the HVD, which gives the user a greater purchase on the HVD, as shown in Figure \ref{HVDoneside}.

        \subsubsection{Wiring, Cables, Current Calculations, Connectors}

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.25 \textwidth]{anderson_hvd_interlock}
                \caption{Anderson Power Products SB Smart VEH-G12 HVD}
                \label{HVDoneside}
            \end{figure}

            %Describe wiring, show schematics, describe connectors and cabs and show useful data regarding the wiring.  Include information on the working voltage and current rating of the HVD.

            The connector is rated for 600V and 230.0A on the primary contacts. Because the HVD has an interlock connection with the shutdown circuit, when it is opened it shuts down the TS system by opening the shutdown circuit. ]\hlr{The HVD has a cover to seal off the lead connections from any possible water, etc, which can be seen in figures} \ref{HVDwcover} \hlr{and} \ref{HVDclearcover}.

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.75 \textwidth]{HVD_Cover}
                \caption{\hlr{The connector with its cover as seen in CAD}}
                \label{HVDwcover}
            \end{figure}

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.75 \textwidth]{HVD_Cover_t}
                \caption{\hlr{The connector with the cover set as transparent as to see the other side of the connector}}
                \label{HVDclearcover}
            \end{figure}

        \subsubsection{Position in Car}

            The HVD comes out of the accumulator, as it is in-line with the tractive system high side wire. In figure \ref{hvdlocation}, it is the only non-shaded part, with the view being from the back right of the vehicle. The HVD is attached to the motor controller mounting brackets, which are made of 1/8" and 1/16" steel. The HVD will be clearly indicated and located higher than 350mm from the ground, as per EV 4.7.1.


        \begin{figure}[H]
            \centering
            \includegraphics[width = 0.6 \textwidth]{hvd_position}
            \caption{Position of the HVD in the vehicle. It is located in line with TS+, and is attached to the motor controller housing in the back of the vehicle. }
            \label{hvdlocation}
        \end{figure}

    \subsection{Ready To Drive Sound (RTDS)} \label{R2Dsection}

        \subsubsection{Description}

            The Ready to Drive sound includes a buzzer (Mallory Sonalert Products Inc. SC648ANR), a CAN node, and a relay. The buzzer automatically makes a noise when given power, with the loudness proportional to the voltage. The last step in the startup up sequence will notify the CAN system it is time for the ready to drive sound. Then the corresponding node on the buzzer will close a relay between TS+, after a 2.6 kOhm resistor (5 Watts), and the buzzer for two seconds. The resistor limits the voltage over the buzzer to 48V and the current to 20 mA. The SC648ANR is rated to be 95 dB(A) at 2 ft.

        \subsubsection{Wiring, Cables, Current Calculations, Connectors}

            When the shutdown circuit closes and activates the AIRs and the start button has been pushed (while the driver's foot is on the brake), the car is in ready to drive mode. As soon as the car is in this mode, the CAN system will activate the ready to drive sound node to send a positive output that powers the relay for 2 seconds, thus letting the buzzer sound for 2 seconds. This CAN node (called side panel) is also connected to the IMD, and the full schematic can be found in figure \ref{panelnode}. The resistor will be current-limiting and act in the place of a fuse.

                \begin{figure}[H]
                    \centering
                    \includegraphics[width = 0.7 \textwidth]{R2Dsoundbuzzerschem}
                    \caption{Schematic for the Ready to Drive Sound Buzzer}
                    \label{R2D}
                \end{figure}

            \begin{align}
                V &= I * R\\
                100-48 V &= 0.021A * R\\
                R &= 2285 \ohm
            \end{align}

            \begin{align}
                P &= I * V \\
                P &= 0.021A * 52 V \\
                P &= 1.09W
            \end{align}

            According to these calculations, a 2.6k$\ohm$ 5W resistor will function as a current limiting resistor.

        \subsubsection{Position in Car}

            The ready to drive sound will be located in the enclosure shown in Figure \ref{cpanel2}. The buzzer will be mounted to the exterior and bottom of this enclosure. It must be contained outside of the box so that the buzzer is loud enough.

\newpage

\section{Accumulator}

    \subsection{Accumulator Pack 1} \label{Battery1}

        \subsubsection{Overview/Description/Parameters} \label{batteryoverview}

            %Describe concept of accumulator pack, provide table with main parameters like number of cells, cell stacks separated by maintenance plugs, cell configuration, resulting voltages->minimum, maximum, nominal, currents, capacity etc.

            The accumulator comprises 12 Nissan Leaf battery modules, wired in series. Each module comprises four LiMnO2 pouch cells, in a 2S-2P configuration as shown in Figure \ref{module}. Each cell has a shutdown separator and a nominal voltage of 3.75V, resulting in 7.5V per module and 90V total. The modules have alternating positive and negative terminal locations to make bus bar routing more efficient.

            The Olin REVO team is under NDA with Nissan surrounding the information of the Nissan Leaf cells. \hlr{ We are allowed to share module capacity (at 2C), nominal voltage, size, weight and energy density. The rest of the numbers given in the following sections will either come from measurements or limits that the team imposes on the batteries, and we have the knowledge that they are safe for our cells.}

            \begin{table}[H]
                \centering
                \begin{tabular}{|l|l|}
                    \hline
                    Maximum Voltage & \hlr{97.34} \\ \hline
                    Nominal Voltage & 90 VDC \\ \hline
                    Minimum Voltage & 72 VDC \\ \hline
                    Maximum output current & Unknown \\ \hline
                    Maximum nominal current & NDA \\ \hline
                    Maximum charging current & NDA \\ \hline
                    Total number of cells & 48 \\ \hline
                    Cell configuration & 12 2s2p in series \\ \hline
                    Total capacity & 65 Ah at 2C rate, 25 \degree C \\ \hline
                    Number of cell stacks & 4 \\ \hline
                \end{tabular}
                \caption{Main accumulator parameters}
                \label{batterytable}
            \end{table}

            The maximum voltage for our cells has been limited to 4.056 V per cell by our charger, which creates a 97V maximum of the battery pack.

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.7 \textwidth]{accumulator_internal_isoview}
                \caption{Locations of all major parts within the accumulator. }
                \label{accumlocations}
            \end{figure}

        \subsubsection{Cell Description} \label{celldescription}

            %describe cell type and chemistry
        \hlr{The cells used are Automotive Energy E5 lithium ion (pouch type) cells, and they were fabricated into modules by Nissan for their Nissan Leaf electric vehicle. Their datasheets are not included because of our team's NDA with Nissan. We are working to be able to share the necessary information, but the cell values noted are from our testing of the cells and other sources like the US Department of Energy} (\href{http://energy.gov/sites/prod/files/2014/02/f8/battery_leaf_0356.pdf}{Link to source} \hlr{and located in the appendix.) Through their advanced testing, they note the maximum cell voltage at 4.2V and the minimum cell voltage at 2.5V, which aligns with our own research on other cells with lithium-manganese chemistry} (\href{http://batteryuniversity.com/learn/article/discharge_methods}{Link to source}), \hlr{which says that they should stay over 3V for battery safety and the safety of the drivers and/or operators. Experimentally, an error of 100 mV was found in the battery management system reading the voltage, so precautions were set and the maximum voltage is conservatively set to 4V.}

            \begin{table}[H]
                \centering
                \begin{tabular}{|l|l|}
                    \hline
                    Cell Manufacturer and Type &
                    \begin{tabular}[c]{@{}l@{}}
                        Automotive Energy Supply Corporation\\ Model E5
                    \end{tabular} \\ \hline
                    Cell nominal capacity & 32.5 Ah \\ \hline
                    Maximum Voltage & \hlr{4.056V} \\ \hline
                    Nominal Voltage & 3.75V \\ \hline
                    Minimum Voltage & \hlr{3V} \\ \hline
                    Maximum output current & Unknown \\ \hline
                    Maximum nominal output current & NDA \\ \hline
                    Maximum charging current & NDA \\ \hline
                    Maximum Cell Temperature (discharging) & \hlr{58 \degree C} \\ \hline
                    Maximum Cell Temperature (charging) & \hlr{50 \degree C}\\ \hline
                    Cell Chemistry &
                        \begin{tabular}[c]{@{}l@{}}
                            Lithium-ion - Laminate type\\
                            Cathode/Anode Material: LiMn2O4 with\\
                            LiNiO2/Graphite
                        \end{tabular} \\ \hline
                \end{tabular}
                \caption{Main cell specification}
                \label{cells}
            \end{table}

        \subsubsection{Cell Configuration} \label{cellconfiguration}

            %Describe cell configuration, cell interconnect, show schematics of electrical configuration and CAD of connection techniques, cover additional parts like internal cell fuses etc.

            \begin{figure}[H]
            \centering
            \includegraphics{moduleschem}
            \caption{Schematic of a Nissan Leaf Battery Module}
            \label{module}
            \end{figure}

            As stated in Section \ref{batteryoverview}, there are 12 modules in series. Each module holds 4 cells which are in a 2s-2p configuration. \hlr{The white terminal marked in white in Figure} \ref{canopener} \hlr{references the point between the two parallel cell strings, as shown in figure} \ref{module} \hlr{and labeled as MIDV}.

            The modules, each have a string of 2 cells in parallel, as seen in Figure \ref{module}. In the middle of each cell there is a shutdown separator, which acts as a fuse in over-current conditions. These modules are commercially sold in Nissan Leaf vehicles without issue, so we are referencing their safety to prove ours.

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.6 \textwidth]{OpenModule}
                \caption{Inside view of a module}
                \label{canopener}
            \end{figure}

            Busbars connect the modules in series, as shown in Figure \ref{busbar}. The busbars connecting module to module are copper with a cross-section of $60.5 mm^2$, which has a higher ampacity than the tractive system lines (2 gauge). The blue squares seen in figure \ref{busbar} are the cell top boards.

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.6 \textwidth]{bus-bar_configuration}
                \caption{Front view of the accumulator, showing the busbars and thermistors. }
                \label{busbar}
            \end{figure}

            There are 3 maintenance plugs, separating the segments to be less than 6 MJ each. Figure \ref{tswiring_top} points out the maintenance plugs, shortened as SMD or MSD. \hlr{They are from Lear Corporation. Manual Disconnect used in Volt Gen 2 HV battery pack. 350Vdc bladed fuse, with integrated interlock and 2 step removal. The calculation verifying the segment energy is seen below}.

            \begin{align}
              \text{Seg Energy} &= V_{nom}  * \text{Number of Cells} * \text{Cell Ah (2C rate)} *  3.6 \text{kJ}\\
              \text{Seg Energy} &= (7.5*3 ) * 65 * 3.6 \\
              \text{Seg Energy} &= 5265 \text{kJ}\\
              \text{Seg Energy} &= 5.265 \text{MJ}
            \end{align}

        \subsubsection{Cell Temperature Monitoring} %\label{celltemp}

            %Describe how the temperature of the cells is monitored, where the temperature sensors are placed, how many cells are monitored, etc. Show schematics, cover additional parts, etc.

            The temperature of the cells is monitored using 10K$\ohm$ ring terminal thermistors attached to the middle pole. The middle pole of each module is considered the negative terminal of two cells. Each module’s midpoint is measured and one out of three module grounds is measured per accumulator segment. The thermistors are used to form three voltage dividers. When the temperature of the cells increases, the resistance decreases, resulting in less voltage drop across the thermistor. Three analog to digital converters attached to each of the voltage dividers is then used by the ATmega16M1 used in the CAN system to determine whether the temperature is too high or low. If the temperature is out of range, the shutdown system activates. There is a pull up resistor that pushes the output voltage to 5V if the ADC is a past a certain threshold and 0V otherwise. Because we are monitoring the negative terminals of half of the cells in each module, we are monitoring 50\% of the total cells.
            The mounting of the thermistors can be seen in figure \ref{busbar}. They are on top of the cell top boards, which is bolted directly onto the module terminals through the busbars.

            %need to rewrite the part about the ADC
            %How are the thermistors attached to the cells? Explain module issues with placement.

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.4 \textwidth]{celltemp}
                \caption{Schematic, (1) Module Cell Temperature Monitoring}
                \label{celltemp}
            \end{figure}

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.5 \textwidth]{busbarstack}
                \caption{Section view of the thermistor mounted on the busbars}
                \label{busbarstack}
            \end{figure}

            The distance between the bottom of the PCB and the top of the busbar is \hlr{3.2 mm (0.126 in.)}, while the distance from thermistor to terminal is 0.32 in. Because the cells are arranged within the module by the manufacturer, the distance from the busbar to the actual cell terminals (instead of the module terminals) is unknown.

            \begin{figure}[H]
            \centering
            \includegraphics[width =0.6 \textwidth]{VoltageVSTemp.png}
            \caption{\hlr{Voltage measured at BMS vs. temperature the cell is at.}}
            \label{fig:voltageCellvsTemp}
            \end{figure}

            \hlr{Figure} \ref{fig:voltageCellvsTemp} \hlr{shows the voltage that will be read by the BMS at different temperature readings. The BMS has an ADC with 10 bit resolution meaning that voltage differences of less than 0.005V can be detected. As seen in Figure }\ref{fig:voltageCellvsTempZOOM} \hlr{the worst case scenario for over-temperature sensing is when the temperature is at 62 \degree C. For this reason we will choose to be safe and raise an error when the temperature is at 58 \degree C which has a worse case reading of 60 \degree C.}

                \begin{figure}[H]
                \centering
                \includegraphics[width =0.6 \textwidth]{VoltageVSTempZOOM.png}
                \caption{\hlr{Voltage measured at BMS vs. temperature the cell is at. This just shows the voltage difference at different temperatures around 60 \degree C}}
                \label{fig:voltageCellvsTempZOOM}
                \end{figure}

        \subsubsection{Battery Management System} \label{bms}

            %Describe how many cells are sensed by each BMS board, the configuration of the cells, the configuration of the boards and how any comms wiring between boards is protected
            %Describe how the BMS is able to open the %AIRs if any error is detected
            %Describe where galvanic isolation occurs between TS and GLV system connections.
            %the configuration of the cells, the configuration of the boards and how any comms wiring between boards is protected

            %Sense wiring protection (fusing / fusible link wire used)
            %What upper and lower voltage does the BMS react at and how does it react?
            %What cell temperature does the BMS react at and how does it react?
            %Show tables of operation parameters

           There are 4 AMS modules, and each AMS monitors 6 groups of cells in series. Each module contains 4 cells, 2 series x 2 parallel, so each AMS monitors 3 modules, or 12 cells (6 series x 2 parallel). There are 4 AMS boards. Each AMS board is coupled to a cell breakout board, which includes 3 thermistors and bolts to the power terminals of three modules, as shown in Figure \ref{busbar} (blue circuit boards). The purpose of the cell breakout boards is to help manage wiring inside the accumulator. The cell breakout boards will have compression limiting copper pads at the terminal bolts and will be spaced above the bus bars using copper washers.\\

            The AMS is able to shunt 3A when the cell voltage gets above \hlr{4.1} V. The AMS opens a relay in line with the shutdown circuit if any cell drops below \hlr{3V or 4.1V}. The AMS opens a relay in line with the shutdown circuit if any cell gets above \hlr{58} \degree C. The power to each of the AMS relays is through a CAN output, and the CAN system does monitor all of the voltage and temperature.\\

            CAN communication from the board is isolated via a TI ISO1050DUBR (isolated CAN transceiver). Only CAN communication is used to have the information from each AMS relayed to the rest of the system, and the boards are otherwise independent of each other. Each board has an electrical connection with a normally-open relay on the AIR control board (i.e. there are four AMS relays), and the ATmega16M1 of each CAN node can open its own relay. On each cell-top board, there are 7 surface mount Bel C1Q 3A fuses. (Lowest voltage reference and top voltage of each of 6 cells.) The relays which allow the AMS to control the shutdown circuit provide isolation between the AMS and the GLV system, as well as the isolated CAN transceivers. Please see Figure \ref{amsschem} for the schematic of one of the battery management system boards (AMS).\\

            %table of operation parameters

             Figure \ref{bmspcb} shows the CAD of one AMS PCB. The AMS boards only communicate through the CAN system. Close ups of this PCB in \hlr{the appendix} (section \ref{amsappendix}) \hlr{ show measurements of all spacings.}
        %
             \begin{figure}[H]
                 \centering
                 \includegraphics[width = 0.7 \textwidth]{bmsfullgerber}
                 \caption{\hlr{CAD of 1 AMS board (all identical). Spacing in the lower left was to separate TS and GLV.}}
                 \label{bmspcb}
             \end{figure}
        %
             \hlr{Captures of the BMS separation are located in the appendix, to prove the compliance with a minimum over surface spacing (6.4 mm or 1/4" spacing) requirement.}
        %
        %     % \begin{figure}[H]
        %     %     \centering
        %     %     \includegraphics[width=0.4 \textwidth]{bms_separation_detail}
        %     %     \caption{Detail of BMS PCB where the minimum over surface distance (6.4 mm) are met. Distance between TS and GLV is shown to be $6.57$ mm (over surface)}
             %     \label{creepage}
             % \end{figure}

             Voltage and temperature data is relayed to the AMS by the cell breakout boards discussed earlier in this section. The cell top boards are electrically identical, but have mirrored layouts to accomodate which side of the accumulator they are on. There is a left hand side, figure \ref{celltopLH} and right hand side, figure \ref{celltopRH}. The cell breakout board contains fuses on all sensing lines, detailed in Figures \ref{celltopschem} - \ref{celltopLH}.
        %
              \begin{figure}[H]
                  \centering
                  \includegraphics[width = 0.8 \textwidth]{CellTopSchem}
                  \caption{Schematic of Cell Breakout Board Connecting to the AMS}
                  \label{celltopschem}
              \end{figure}
        % %
        % %     %%replace that schematic if you have time, that logo sucks.
        %
              \begin{figure}[H]
                  \centering
                  \includegraphics[width = 0.4 \textwidth]{CellTopLH}
                  \caption{Cell Breakout Board PCB Layout for the left hand side Note the fuses labeled with F and then a number. There is only TS voltage on this PCB.}
                  \label{celltopLH}
              \end{figure}

              \begin{figure}[H]
                  \centering
                  \includegraphics[width = 0.4 \textwidth]{CellTopRH}
                  \caption{Cell Breakout Board PCB Layout for the right hand side Note the fuses labeled with F and then a number. There is only TS voltage on this PCB.}
                  \label{celltopRH}
              \end{figure}

         \subsubsection{Accumulator Indicator} \label{aindicator}
          %doesn't the accumulator indicator need to be run off of AIR control voltage? The pertinent rule is EV 3.3.9. The DC-DC can be powered without the AIR's being %closed.

              %describe the indicator %need table of operation, pcb design, etc.

              \begin{figure}[H]
                  \centering
                  \includegraphics[width = 0.3 \textwidth]{aischem}
                  \caption{Accumulator Indicator schematic}
                  \label{aischem}
              \end{figure}

              As shown in the figure above, the zener diode allows TS voltage to pass through the accumulator indicator LED and a resistor after TS voltage is over 60 VDC. U148 is a 220 Ohm resistor to limit current. The calculations are as follows, assuming a forward voltage drop of the LED to be 2V:

             \begin{align}
                 100-2 V = I * 220 \ohm \\
                 I = 45 mA
             \end{align}

             The accumulator indicator is located on the AIR control board PCB, and has traces of 20 mil, which are rated for 1.4A. The accumulator indicator is behind the 1A fuses protecting the high voltage low current harness - the same as the TSAL and IMD.

         \subsubsection{Wiring, Cables, Current Calculations, Connectors} \label{batteryconnectors}

                 There are 4 cells (in a 2s2p configuration) in each module, and there are 12 modules in series. Nissan Leaf cells are arranged within the their factory enclosures to be in modules. Within the modules, there is an internal shutdown separator, reacts to excessive thermal or overpressure events. Addition of inter-cell fusing may compromise this safety system’s design, so our team considers to submit design lacking fuse inclusion as an error on cautious side. The accumulator has them separated into 4 stacks of 3 to comply with the segment energy limit. Between 3 out of 4 segments, there are MSDs for safely separating the segments while working on the accumulator. After the fourth section, there is an HVD in series with the positive pole, coming out of the accumulator. There will be two main connectors to the accumulator, each having connections of TS+ and TS-. This is so each motor controller can be individually connected to. Before the HVD and main connectors, there is an AIR on both the positive and negative poles of TS.

             The high current (motor, motor controller) wires used for the tractive system will be as described in table \ref{accumtomcwire} and \ref{motortomcwire}.
             The low current (IMD, Lights DC-DC,\hlr{and ready to drive sound}) TS connections will be made with the wire described in table \ref{tslowcurrentwire}.

            \begin{table}[H]
                \centering
                \begin{tabular}{|l|l|}
                    \hline
                    Wire type & CnC Tech, 20 AWG \\ \hline
                    Current rating & 7A \\ \hline
                    Cross sectional area & 0.326 mm\textasciicircum 2 \\ \hline
                    Maximum voltage & 600V \\ \hline
                    Temperature rating & 120 \degree C \\ \hline
                    \begin{tabular}[c]{@{}l@{}}
                        Wire connects the\\ following components:
                    \end{tabular} &
                    \begin{tabular}[c]{@{}l@{}}
                        TS V to IMD HV input, \\ TS V to ready to drive sound buzzer
                    \end{tabular} \\ \hline
                \end{tabular}
                \caption{Wire data of the company: CnC Tech, 0.326 mm$^{2}$}
                \label{tslowcurrentwire}
            \end{table}

            %ADD 18 AWG wire for IMD's connectors

            % Describe your maintenance plugs, provide pictures
            We will use OEM maintenance plugs provided by General Motors. As shown in Figure \ref{msd03}, these maintenance plugs, known internally as Manual Service Disconnects (MSD's), comprise a panel-mounted plastic housing (black) and a plastic plug (orange). The plug must be twisted and then pulled in two distinct steps, which disengages the copper bus-bar, contained in the orange plug, from spring-loaded contacts contained in the black housing. There is a fuse located in . General Motors will also be crimping custom length leads onto these MSD's for our vehicle. The leads are 40 mm$^2$ in cross-section, not including insulation. Each MSD also contains a two-pin interlock, as described in Section \ref{interlocks}. To the best of our knowledge, these MSD's comply with EV 3.3.3. Additionally, the spring-loaded contacts located in the black housing are encapsulated in plastic, providing protection from shorting and accidental contact.

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.5 \textwidth]{msd_highres}
                \caption{Manual Service Disconnect (Maintenance Plug)}
                \label{msd03}
            \end{figure}

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.5 \textwidth]{TRACTIVE_DIAGRAM_2}
                \caption{Diagram for the accumulator tractive system wiring front view}
                \label{tswiring_front}
            \end{figure}

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.5 \textwidth]{TRACTIVE_DIAGRAM_3}
                \caption{Diagram for the accumulator tractive system wiring top view }
                \label{tswiring_top}
            \end{figure}

            Figures \ref{tswiring_front} and \ref{tswiring_top} show the electrical connections and connectors of the accumulator.

        \subsubsection{Accumulator Insulation Relays (AIR)} \label{airs}

            %Describe the AIRs

            We will use Kilovac EV200 relays as accumulator insulation relays. They will be paired with economizer circuits to draw less current during normal usage. The relay requires a 12 V control signal, and is rated for 500 A. Figure \ref{prechargeschem} shows the schematic location of the economizers and the AIR's.

            \begin{table}[H]
                \centering
                \begin{tabular}{|l|l|}
                    \hline
                    Relay Type: & Normally Open \\ \hline
                    Contact arrangement & SPST-NO-DM \\ \hline
                    Continuous DC current rating & 500A \\ \hline
                    Overload DC current rating & 2000A \\ \hline
                    Maximum operation voltage & 900VDC \\ \hline
                    Nominal coil voltage & 12VDC \\ \hline
                    Normal Load switching & See figure \\ \hline
                    Maximum Load switching & See figure \\ \hline
                \end{tabular}
                \caption{Basic AIR Data}
                \label{air}
            \end{table}

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.7 \textwidth]{AIRswitching}
                \caption{Load Switching detail from Accumulator Indicator Relay datasheet}
                \label{airswitch}
            \end{figure}

            The AIRs and main fuse are in a separate compartment of the accumulator separated by two layers of insulating G10/FR4 fiberglass and a single layer of 0.035 in 301 stainless steel, as shown in \ref{accumlocations}.

        \subsubsection{Fusing} \label{fusing}

            %Describe the fuses used and their main operation parameters, use tables, etc.


                \begin{table}[H]
                    \centering
                    \begin{tabular}{|l|l|}
                        \hline
                        Fuse manufacturer and type & Littelfuse, 251/253 Series \\ \hline
                        Continuous current rating & 1 A \\ \hline
                        Maximum operating voltage & 125V \\ \hline
                        Type of fuse & Fast acting \\ \hline
                        I2T rating &  0.405 A2s \\ \hline
                        \begin{tabular}[c]{@{}l@{}}
                            Interrupt Current (max.,current\\ at which the fuse can interrupt\\ the circuit)
                        \end{tabular} & $30$A at $125$VDC \\ \hline
                    \end{tabular}
                \caption{Fuse to the IMD, TSMPs and light DC-DC converter, 251/253 Series}
                \label{smallTSfusetable}
            \end{table}

            \begin{table}[H]
                \centering
                \begin{tabular}{|l|l|}
                    \hline
                    Fuse manufacturer and type & Ferraz Shawmut, Semiconductor AC series (A15QS)\\ \hline
                    Continuous current rating & 7A \\ \hline
                    Maximum operating voltage & 150VDC \\ \hline
                    Type of fuse & Fast acting \\ \hline
                    I2T rating & 0.011 at 150 VDC and 10ms \\ \hline
                    \begin{tabular}[c]{@{}l@{}}Interrupt Current (max.,current\\ at which the fuse can interrupt\\ the circuit)\end{tabular} & 100kA \\ \hline
                    \end{tabular}
                \caption{Fuse to the precharge keyswitch v+}
                \label{keyswitchfusetable}
                \end{table}

            \begin{table}[H]
                \centering
                \begin{tabular}{|l|l|}
                \hline
                    Fuse manufacturer and type: & \begin{tabular}[c]{@{}l@{}}Bussmann,\\ LPJ type\end{tabular} \\ \hline
                    Continuous current rating & 175A \\ \hline
                    Maximum operating voltage & 600 V \\ \hline
                    Type of fuse & Time delay \\ \hline
                    I2t rating & None listed, see figure \ref{TSi2t} \\ \hline
                    \begin{tabular}[c]{@{}l@{}}Interrupt Current (max. current\\ at which the fuse can interrupt\\ the circuit)\end{tabular} & 300 kA \\ \hline
                \end{tabular}
                \caption{Tractive system main fuse, LPJ  type}
                \label{tsfuse}
            \end{table}

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.25 \textheight]{TSfuseT-Agraph}
                \caption{TS main fuse (175A) Time-Current information}
                \label{TSi2t}
            \end{figure}

            %Create a table with components and wires protected by the fuse(s) and the according continuous current rating, below is an example table with some potential entries.  Complete this table with information for your design and add/remove additional locations as applicable.  Ensure that the rating of all of the components is greater than the rating of the fuse such that none of the other components become the fuse.
            The TS fuse mounting can be seen in figure \ref{accumiso}.
            All wire ampacity ratings are according to the Power Stream's Wire Gauge chart, located in the appendix, figure \ref{AWGchart}.

            \begin{table}[H]
                \centering
                \begin{tabular}{|l|l|l|l|l|}
                    \hline
                    Location & Wire Size & Wire Ampacity & Fuse type & Fuse rating \\ \hline
                    \begin{tabular}[c]{@{}l@{}}TS Main fuse (before HVD,\\ on pos pole)\end{tabular} & 2 AWG & 181A & LPJ type & 175A \\ \hline
                    TS+ to GLV DC-DC converter & 20 AWG & 7A & 251/253 series & \hlr{1A} \\ \hline
                    \begin{tabular}[c]{@{}l@{}}TS+ to IMD, TSMPs, TSAL's DC-DC\\ converter\end{tabular} & 22 AWG & 7A & 251/253 series fuse & 1A \\ \hline
                    \begin{tabular}[c]{@{}l@{}}GLV 12V to 5V regulator \\ (CAN system)\end{tabular} & 22 AWG & 7A & 251/253 series fuse & 1A \\ \hline
                    \begin{tabular}[c]{@{}l@{}}\hlr{HV+ sense lead}\\\hlr{to Energy Meter} \end{tabular}  & \hlr{22 AWG} & \hlr{7A} & \hlr{251/253 series fuse} & \hlr{3A} \\ \hline
                    \begin{tabular}[c]{@{}l@{}}Keyswitch, in parallel with\\ TS voltage\end{tabular} & 18 AWG & 16A & AC fuse & 7A \\ \hline
                    Cell to BMS x28 & \begin{tabular}[c]{@{}l@{}}PCB\\          trace\end{tabular} & \begin{tabular}[c]{@{}l@{}}Trace\\ ampacity: 7.6 A \\ (open air)\end{tabular} & \begin{tabular}[c]{@{}l@{}}CIQ\\           Fuse x28\end{tabular} & 3A \\ \hline
                \end{tabular}
                \caption{\hlr{Fuse Protection Table}}
                \label{allfuses}
            \end{table}

        \subsubsection{Charging} \label{charging}

            %Describe how the accumulator will be charged. How will the charger be connected? How will the accumulator be supervised during charging? Show schematics, CAD-Renderings, etc., if needed

            \begin{table}[H]
                \centering
                \begin{tabular}{|l|l|}
                    \hline
                    Charger Type: & Delta Q Technologies QioQ 1000 Series \\ \hline
                    Maximum charging power & \hlr{34.476} W \\ \hline
                    Maximum charging voltage & \hlr{4.056} V (per cell) \\ \hline
                    Maximum charging current & \hlr{8.5A} \\ \hline
                    Interface with accumulator & CAN-Bus \\ \hline
                    Input voltage & 125VAC or 250VAC \\ \hline
                    Input current & 13A@125VAC or 10A@250VAC \\ \hline
                \end{tabular}
                \caption{General Charger data}
                \label{charger}
            \end{table}

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.5 \textwidth]{chargepic}
                \caption{DeltaQ 96V QUIQ ICON charger}
                \label{chargepic}
            \end{figure}

            This UL-recognized charger supplies constant current at \hlr{8.5A} until cell voltages reach \hlr{4.056V}. Then, constant voltage is supplied at \hlr{4.056V per cell, summing to 97.34V,} until the current tapers to 2.0 A. The charging power lines will be fused to 20A to protect the  12 AWG wiring. \hlr{The fuse will be located on the accumulator side of the wiring, to protect the 12 AWG wire from a potential short in the accumulator (the charging current is inherently controlled).}\\

            The charger will indicate complete on its LED display when the battery voltage reaches \hlr{4.056V} per cell, however it will continue charging until it finishes both stages.\\

            The accumulator will only be charged on the charging cart, \hlr{shown in figure} \ref{cart}. It will be able to support the full weight of the accumulator and only move when a dead man's switch is activated.\\

            The accumulator cart will contain a specialized shutdown circuit that allows the accumulator to be charged through the main pack connector. The AMS will be active during charging and have the ability to open the AIRs and stop charging in the event of dangerous battery conditions. This shutdown circuit will contain a separate IMD, an emergency stop, and an interlocking connection between the charger and accumulator. The interlock will be in the two smaller pins found in the Deutsch connector (6 pin). The separate IMD used is also the IR155-3204 from Bender, the same model of IMD used on the car. The IMD will be mounted to the cart along with the PCB holding the shutdown circuitry that controls circuitry and the TSEL.

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.7 \textwidth]{chargingschem}
                \caption{\hlr{Schematic of the PCB controlling charging, while interfacing with the AMS relays and the AIRs, located on the AIR control board}}
                \label{chargeschem}
            \end{figure}

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.7 \textwidth]{chargerPCB}
                \caption{\hlr{The charging PCB, which contains the charging system's shutdown circuitry and is all low voltage}}
                \label{chargeschem}
            \end{figure}

            \hlr{The charging shutdown }PCB will find 12V power from a wall wart (12VDC, 4A out) and include the components listed above. There will be a CAN node located on the PCB, which will be able to communicate with the AMS CAN nodes. \hlr{Between the charging shutdown circuit, the AIR control board and the AMS boards (the later two being installed permanently in the accumulator), the charging sequence will be monitored for safety.}

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.5\textwidth]{Cart}
                \caption{\hlr{Charging cart. The wheels on the handleside have been replaced with wooden blocks. As the operator moving the cart stops actively picking up the side of the cart, the cart will stop, acting like a dead man's brake}}
                \label{cart}
            \end{figure}

            \hlr{The high voltage charger will be connected to the accumulator with 12 AWG wire and protected by a 20A fuse. The fuse and charger are both bolted to the charging cart.}

            \begin{table}[H]
                \centering
                \begin{tabular}{|l|l|}
                \hline
                Fuse manufacturer and type: & \hlr{Bussman, SC type, Class G} \\ \hline
                Continuous current rating & \hlr{20A} \\ \hline
                Maximum operating voltage & \hlr{170 VDC} \\ \hline
                Type of fuse & Fast acting \\ \hline
                I2t rating & \hlr{None listed}\\ \hline
                \begin{tabular}[c]{@{}l@{}}
                Interrupt Current (max. current\\ at which the fuse can interrupt\\ the circuit)
                    \end{tabular} & \hlr{10kA Vdc} \\ \hline
                \end{tabular}
                \caption{\hlr{Charging fuse, Bussman SC Class G}}
                \label{chargingfusetable}
            \end{table}

        \subsubsection{Mechanical Configuration/Materials}

            %how cells are mounted, data on materials used, and concept of the container

            The accumulator is comprised of flanged 403 stainless steel sheet metal panels, meeting the material and fastener requirements set by Formula SAE Electric rule EV 3.4.6. This rule specifies that the minimum sheet thickness for the floor is 0.049 in steel and 0.035 in steel for vertical and internal walls. The panels are fastened together using a minimum of three 1/4 in SAE Grade 5 at any joint, except at the intersection of internal walls. These intersections will be spot welded with weld area equivalent to a linear weld along the same length of joint. We will also be conducting a pull-test of test parts to ensure our spot welding settings are correct for full penetration. We have received a rules clarification 4795 stating that spot welding is regulation-compliant. The Nissan modules are additionally isolated by an additional layer of G10/FR4 Garolite, a fiberglass-cloth with a flame-retardant resin. G10/FR4 meets MIL-I-24768/27 and UL94-V0 for flame retardance (Mcmaster-Carr P/N 8667K55). These barriers do not create electrical insulation, which is performed internal to each module. We have insulation ratings between the Nissan module case and the cell terminals, but this information is under NDA.

            In this design the Nissan/AESC battery modules are laid flat relative to the car, and broken up into segments containing less than 6MJ of total stored energy. The accumulator has two covers, both lined with FR4 insulating material. The cover revealing the battery modules also serves as a structural vertical wall, and great care was taken in the design to ensure compliance with EV 3.4.6.

            The accumulator is mounted to the chassis using 10 SAE Grade 5 5/16 in bolts through welded, gusseted tabs.

            % \begin{figure}[H]
            %     \centering
            %     \includegraphics[width = 0.5 \textwidth]{accumulator_frame}
            %     \caption{Accumulator Frame}
            %     \label{accframe}
            % \end{figure}

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.5 \textwidth]{sheetmetal_isoview}
                \caption{Exploded view of the sheet metal accumulator housing}
                \label{cellcut}
            \end{figure}

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.5 \textwidth]{accumulator_insulation_frame_isoview}
                \caption{Exploded view of the sheet metal and insulation in the accumulator housing}
                \label{cellexp}
            \end{figure}

        \subsubsection{Position in Car}

        The accumulator is located behind the driver, under the main roll hoop, and is entirely encapsulated by the primary frame structure.

    \subsection{Accumulator Pack 2}
        There will only be one accumulator for the vehicle, as described in Section \ref{Battery1}

\newpage



\section{Energy Meter Mounting} \label{energy meter}

    \subsection{Description}

        %The Energy Meter will be supplied and it will be mounted during E-Scrutineering. It is intended to use the Energy Meter of Formula Student Germany. The current version of the 2012 EM specification can be found here: https://www.formulastudent.de/uploads/media/FSE2012_Energy_Meter_Specification_v1.0.pdf Please note that the connectors might change slightly for 2013.

        \begin{figure}[H]
            \centering
            \includegraphics[width = 0.5 \textwidth]{EnergyMeter}
            \caption{\hlr{Electrical connections of the energy meter}}
            \label{EMschem}
        \end{figure}

        The energy meter is a tool made by FSAE to calculate energy use during competition. The meter checks that the voltage is within the rule's ranges, the total power used is not over the maximum limit of 80 kW, and calculates the amount of energy used. The energy is calculated as the time integrated value of the measured voltage multiplied by the measured current logged by the Energy Meter, as per rule EV 4.9.

    \subsection{Wiring, Cables, Current Calculations, Connectors}

        %Describe the wiring, show schematics, provide calculations for currents and voltages, and show data regarding the cables and connectors used.

        The energy meter will measure current in the tractive system by being connected in series with the HV- line. It measures voltage in the system with a connection to HV+. The low power data collection systems inside of the Energy Meter are powered using the GLVS. \\hlr{A 3A 125V fuse will be on the HV+ sense line to protect the wiring.}

        \begin{table}[H]
            \centering
            \begin{tabular}{|l|l|}
                \hline
                Fuse manufacturer and type & \hlr{Littelfuse, 251/253 Series} \\ \hline
                Continuous current rating & \hlr{3A} \\ \hline
                Maximum operating voltage & \hlr{125V} \\ \hline
                Type of fuse & \hlr{Fast acting} \\ \hline
                I2T rating &  \hlr{0.405 A2s} \\ \hline
                \begin{tabular}[c]{@{}l@{}}
                    Interrupt Current (max.,current\\ at which the fuse can interrupt\\ the circuit)
                \end{tabular} & \hlr{$30$A at $125$VDC} \\ \hline
            \end{tabular}
        \caption{\hlr{Fuse to the HV+ sense line to the energy meter, 251/253 Series}}
        \label{energymeterfuse}
    \end{table}

    \subsection{Position in Car}

        The energy meter is mounted to the accumulator using a plastic, waterproof enclosure that can be seen in figure \ref{accumiso}. \hlr{Its connections inside the accumulator can be seen in} \ref{tswiring_top}.

        \begin{figure}[H]
            \centering
            \includegraphics[width = 0.7 \textwidth]{accumulator_isoview}
            \caption{Isometric view of the accumulator, showing the energy meter}
            \label{accumiso}
        \end{figure}

\newpage

\section{Motor Controller} \label{MCs}

    \subsection{Motor Controller 1} \label{MC1}

        \subsubsection{Description, Type, Operation Parameters}

            %Describe important functions; provide table with main parameters like resulting voltages->minimum, maximum, nominal, currents etc.

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.7 \textwidth]{motorcontrollers_separate}
                \caption{Sevcon Gen 4 Size 4 motor controllers}
                \label{mcoffcar}
            \end{figure}

            The two motor controllers used are both model Sevcon Gen 4 Size 4 motor controllers. These motor controllers are used commercially in the motorcycles of Zero Motorcycles, and they delegate power to the motors in response to the input of an analog signal. The motor controller comes with extra capabilities that will be used for other systems, like the precharge system. The motor controller does not provide isolation between its low and high voltage components, so all low voltage signals to the motor controller will be individually isolated. The motor controller controller (MCC) PCB will contain a CAN node that outputs the throttle information relayed from the Bulkhead (Throttle/Brake) CAN node. The analog output will be isolated through an optoisolator, as shown in figure \ref{mccschem}.

            \begin{figure}[H]
             \centering
             \includegraphics[width = 0.85 \textwidth]{mccschem}
             \caption{\hlr{Motor controller schematic}}
             \label{mccschem}
            \end{figure}

            \begin{table}[H]
            \centering
            \begin{tabular}{|l|l|}
            \hline
            Motor Controller type & Sevcon Gen 4 Size 4 \\ \hline
            Maximum continuous power & 14.4 kW \\ \hline
            Maximum peak power & 54 kW \\ \hline
            Maximum input voltage & 150 VDC \\ \hline
            Output voltage & Same as input voltage \\ \hline
            Maximum continuous output current & 120A \\ \hline
            Maximum peak current & 420A \\ \hline
            Control method & messages through CAN system \\ \hline
            Cooling method & Air \\ \hline
            Auxiliary supply voltage & 24VDC \\ \hline
            \end{tabular}
            \caption{General Motor Controller data}
            \label{MC}
            \end{table}

        \subsubsection{Wiring, Cables, Current Calculations, Connectors} \label{mcwire}

            %describe wiring and show schematics, provide calcs for currents and voltages and show data regarding the cables and connectors

            %Table on wire type
            \begin{table}[H]
            \centering
            \begin{tabular}{|l|l|}
            \hline
            Wire type & 2 AWG Cable\\ \hline
            Current rating & 181 A \\ \hline
            Maximum operating voltage & 8kVAC \\ \hline
            Temperature rating & 125 \degree C \\ \hline
            \end{tabular}
            \caption{Wire data of the company: Prestolite, 0.052 in$^{2}$}
            \label{motortomcwire}
            \end{table}

            \begin{table}[H]
            \centering
            \begin{tabular}{|l|l|}
            \hline
            Wire type & $35 mm^2$ Cable\\ \hline
            Current rating & 181 A \\ \hline
            Maximum operating voltage & 600 V \\ \hline
            Temperature rating & 150 \degree C \\ \hline
            \end{tabular}
            \caption{Wire data of the company: Delphi, 35 mm$^{2}$}
            \label{accumtomcwire}
            \end{table}

            The Prestolite is used in the 3 connections between the motor controllers and motors (each). The Delphi wire is used for the connections between the accumulator and motor controllers.

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.75 \textwidth]{motorcontroller}
                \caption{Schematic of the motor and motor controllers, in the tractive system}
                \label{mcschem}
            \end{figure}

            %Referred from section \ref{accumwiring} (AMS wiring), \ref{motorswiring}

            Both motors will follow the configuration in Figure \ref{mcschem}, and are in parallel to the TS system. There is a 175A fuse located before the AIRs, which is smaller than the ampacity of 2 AWG wire according to appendix section \ref{AWGchart} The connections from the accumulator to the motor controllers are shielded dual-insulated 35mm$^2$ stranded wire pigtails from a Delphi Shield-Pack HV2000 connector, which will be strain relieved at the motor controller using wire glands. \hlr{There is also nomex tubing around the 2 AWG wiring to isolate it from the low voltage system. The information for this Delphi connector can be found in the appendix, section} \ref{mccappendix}.
            %should i go into what we expect the motors to pull?

        \subsubsection{Position in Car}

            The motor controllers are located in the rear of the car, mounted to the main hoop bracing via steel brackets. This configuration is shown in Figures \ref{mcsideview}, \ref{mciso}, and \ref{mcrearview}. The controllers are entirely contained within the envelope of the chassis such that in any rollover attitude, the controllers will not make contact with the ground. The Sevcon Gen.4 controllers have no touch-protection from the TS terminals. Therefore, we will design a plastic enclosure with wire glands and conduit terminations where appropriate, which bolts to the rear of the motor controllers.

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.6 \textwidth]{motorcontroller_sideview}
                \caption{Side view of the motor controllers, mounted}
                \label{mcsideview}
            \end{figure}

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.6 \textwidth]{motorcontroller_isoview}
                \caption{Isometric view of the motor controllers, mounted}
                \label{mciso}
            \end{figure}

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.6 \textwidth]{motorcontroller_rearview}
                \caption{Rear view of the motor controllers, mounted}
                \label{mcrearview}
            \end{figure}

    \subsection{Motor Controller 2} \label{MC2}

        The second motor controller used will be exactly identical to that described in the section \ref{MC1}. Its wiring is shown in Figure \ref{mcschem}.

\newpage

\section{Motors} \label{Motors}

    \subsection{Motor 1} \label{M1}

        \subsubsection{Description, Type, Operating Parameters}

            %Describe the motor used, provide table with main parameters like resulting voltages->minimum, maximum, nominal, currents, resulting motor power, use figures to show important characteristics.

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.5 \textwidth]{motor_isorear}
                \caption{Isometric view of the 75-5 Z-force motor}
                \label{motoriso}
            \end{figure}

            We will use Zero Motorcycles Z-force BLDC Motors (75-5 Size), shown in Figure \ref{motoriso}. They are 3-phase DC brushless motors, compatible with the motor controllers used and described in Section \ref{MC1}.

            \begin{table}[H]
            \centering
            \begin{tabular}{|l|l|}
            \hline
            Motor Manufacturer and Type: & \begin{tabular}[c]{@{}l@{}}Zero Motorcycles,\\ Model \# 30-0534\end{tabular} \\ \hline
            Motor principle & DC Brushless \\ \hline
            Maximum continuous power & 24.9 kW per motor \\ \hline
            Peak Power & 41.8 kW per motor\\ \hline
            Input voltage & 99.6V \\ \hline
            Nominal current & 250 A \\ \hline
            Peak current & 420 A \\ \hline
            Maximum torque & 85 ft-lb \\ \hline
            Nominal torque & 75 ft-lb \\ \hline
            Cooling method & Air \\ \hline
            \end{tabular}
            \caption{General motor data}
            \label{motortable}
            \end{table}


            %plot of power vs rpm, including a line for nom and max power
            %plot of torque vs rpm, including a line for nom and max torque
            %so...we're missing maximum

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.75 \textwidth]{fx-motor-power-torque}
                \caption{}
                \label{motorplot}
            \end{figure}

            The motor's maximum power and torque were measured by Zero Motorcycles and graphed in figure \ref{motorplot}. The accumulator used in the motorcycle for this motor has a lower operating voltage. Assuming a linear relationship between voltage and current, and a linear relationship between current and torque, approximately 85-ft-lbs of peak torque in the flat linear range (0-3000 RPM) is expected.

        \subsubsection{Wiring, Cables, Current Calculations, Connectors} \label{motorswiring}

            %wiring, schematics, calcs for currents and voltages and show data regarding the cables and connectors

            The wiring from the motor controllers will simply connect the M1, M2 and M3 outputs of the motor controllers to the motors' inputs. Refer to Figure \ref{mcschem} for the schematic of motor 1 and motor 2. All power wires will be 2 AWG, described in Section \ref{mcwire}.
            Connections from the motors to motor controllers will be encased in UL-listed conduit, which will be properly terminated at each end to provide proper strain relief. The shielding will be properly grounded at the motor controller side using industry standard practices. \hlr{The conduit will be tightly wrapped in orange fabric so that the high voltage leads are orange.}

        \subsubsection{Position in Car}

            The motors will be located behind the driver and accumulator, as shown in figures \ref{motormountrear}- \ref{motormountiso}. It is mounted to a steel face plate and a single stage chain transmission.

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.6 \textwidth]{motormount_sideview}
                \caption{Side view of the motor mount}
                \label{motormountside}
            \end{figure}

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.6 \textwidth]{motormount_rearview}
                \caption{Rear view of the motor mount}
                \label{motormountrear}
            \end{figure}

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.6 \textwidth]{motormount_isoview}
                \caption{Isometric view of the motor mount}
                \label{motormountiso}
            \end{figure}

    \subsection{Motor 2} \label{M2}

        The second motor used will be exactly identical to that described in section \ref{M1} and its wiring is also shown in figure \ref{mcschem}.

\newpage

\section{Torque Encoder} \label{TorqueEncoder}

    \subsection{Description/Additional Circuitry}

        Two rotary potentiometers are mechanically housed in one unit from Active Sensors (P/N MHR5621) and mounted to the rotating shaft of the throttle pedal assembly. The use of a single housing eliminates concerns regarding mechanical backlash and misalignment. The output of the potentiometers are read by a CAN bus connected ATmega16M1. Software will compare the outputs to ensure that they are within 10\% of each other and will then send a torque request to the CAN node that controls the motor controllers.

        \begin{table}[H]
        \centering
        \begin{tabular}{|l|l|}
        \hline
        Torque encoder manufacturer and type: & MHR5621 from Active Sensors \\ \hline
        Torque encoder principle & Potentiometer \\ \hline
        Supply voltage & 5V \\ \hline
        Maximum supply current & 15 mA \\ \hline
        Operating temperature & -55 to 150 \degree C \\ \hline
        Used output & 0-5V \\ \hline
        \end{tabular}
        \caption{Torque Encoder data}
        \label{encoder}
        \end{table}
        %
        % \begin{figure}[H]
        %     \centering
        %     \includegraphics{CANtorque}
        %     \caption{Schematic for the CAN node on the torque encoders}
        %     \label{torqueencoders}
        % \end{figure}

    \subsection{Torque Encoder Plausibility Check}

        %This is describing the BSPD, I think they are asking about comparing the two potentiometer values. The Active Sensors encoder is ONE PHYSICAL UNIT with two potentiometers built-in.

        Two potentiometers are mounted on the torque pedal. A CAN node probes the voltage dividers. The ATmega will compare the two independent voltages and will only send non-zero torque commands if the sensors read a voltage within 10\% of each other. If a short circuit or wiring failure with either potentiometer occurs, the input will be outside the normal operating range due to an internal pull-up resistor in the ATmega read pin, and the motor controllers will not be sent torque requests. The node will log the error in the CAN bus.\\

        There will also be a Pegasus Brake light pressure switch (part number 3601, recommended by Formula Hybrid) on the brakes, wired to a CAN node with 22 gauge wire. If the pressure switch indicates actuation of the brake and the potentiometers measure more than 25\% pedal travel the CAN node will not send any torque requests to the motor controller until the torque pedal goes to less than 5\% travel.

    \subsection{Wiring}

        %describe wiring, show schematics, data on cables and connectors

        \begin{figure}[H]
            \centering
            \includegraphics[width = 0.7 \textwidth]{Bulkheadschem}
            \caption{Schematic of the bulkhead, which has inputs for both linear potentiometer torque encoders}
            \label{bulkheadschem}
        \end{figure}

        \begin{figure}[H]
            \centering
            \includegraphics[width = 0.7 \textwidth]{bulkhead}
            \caption{PCB cad of the bulkhead, which has inputs for both linear potentiometer torque encoders}
            \label{bulkheadPCB}
        \end{figure}

        Two potentiometers are wired with their output to the microcontroller analog input pins which have internal pull-up resistors. The potentiometers are given separate power lines of 5V, parallel, to the supply power of the CAN node itself. The brake switch is positioned to trip at a level of hard braking and when triggered will deliver 5V to the microcontroller input pin.

        \hlr{The CAN system is highly resilient and is programmed with error handling as the highest priority. The CAN protocol itself specifies a cyclic redundancy check which ensures that the messages are not corrupted in transmission. Both the Throttle node and MCC node will check the throttle values to ensure that they are in a valid range. If the MCC node does not receive a throttle CAN message for a tenth of a second it will tell the motor controllers to have 0 throttle.}

    \subsection{Position in Car/Mechanical Fastening/Mechanical Connection}

        %mechanical connection of the sensors

        The torque encoder is bolted to the accelerator pedal assembly with 4x ¼”-20 bolts. The bolts are safety-wired to prevent loosening. The torque encoder is manufactured with a D-shaft. This is rotationally fixed to the accelerator pedal axle by a 4-40 set screw. The set screw is bonded with Loctite Purple to prevent loosening. This allows the torque encoder to measure the angular position of the accelerator pedal axle. The accelerator pedal axle is prevented from moving axially by retaining rings. The mounting of the torque encoder does not affect the relative plausibility check. The sensor used contains two independent encoders, each measuring the position of the single shaft.

        \begin{figure}[H]
            \centering
            \includegraphics[width = 0.5 \textwidth]{torqueencoder}
            \caption{Mechanical fastening and connection to the throttle pedal. Note that the torque encoders are two encoders housed in one package}
            \label{torquefront}
        \end{figure}

        \begin{figure}[H]
            \centering
            \includegraphics[width = 0.7 \textwidth]{torqueside}
            \caption{Side view of how the torque encoder connects to the pedal and measures the throttle}
            \label{torqside}
        \end{figure}

        \begin{figure}[H]
            \centering
            \includegraphics[width = 0.7 \textwidth]{torquefullcar}
            \caption{Overall view of the torque encoder's position in the car, top down view}
            \label{torquetopdown}
        \end{figure}

\newpage

\section{Additional LV-parts Interfering with the Tractive System}

    \subsection{LV Part 1: GLV Power}

        \subsubsection{Description}


            The GLV system will be powered \hlr{by a 12V lead acid battery}. Please see figure \ref{glvfusing} for the fusing and electrical connections of the GLV battery.

        \subsubsection{Wiring, Cables}

            \begin{figure}[H]
                \centering
                \includegraphics{glvfusing}
                \caption{\hlr{Fusing of the GLV system}}
                \label{glvfusing}
            \end{figure}

            %need wire gauges

            \hlr{The GLV battery will be fused to 5A, and after} the two emergency shutdown buttons, the system is fused in parallel with two 2A fuses (the system voltage will be fused to 2A and the shutdown system will be fused to 2A). The GLV system voltage will be split in parallel again and then regulated to 5V for the sake of the CAN ATmega. All of these wires, will be 20 \hlr{or 22} AWG.

            The fuses used for the GLV system is described in the tables below.

        \begin{table}[H]
            \centering
            \begin{tabular}{|l|l|}
            \hline
            Fuse manufacturer and type: & Littlefuse, MINI Series (MIN2BP) \\ \hline
            Continuous current rating & 5A \\ \hline
            Maximum operating voltage & 32V\\ \hline
            Type of fuse & Fast acting \\ \hline
            I2t rating & 2.8 A2s\\ \hline
            \begin{tabular}[c]{@{}l@{}}
            Interrupt Current (max. current\\ at which the fuse can interrupt\\ the circuit)
                \end{tabular} & $1000$A at $32$ VDC\\ \hline
            \end{tabular}
            \caption{\hlr{GLV system fuses, MIN type}}
            \label{glvfusetable}
        \end{table}

    \begin{table}[H]
        \centering
        \begin{tabular}{|l|l|}
            \hline
            Fuse manufacturer and type: & Littlefuse, MINI Series (MIN2BP) \\ \hline
            Continuous current rating & 2A \\ \hline
            Maximum operating voltage & 32 V \\ \hline
            Type of fuse & Fast acting \\ \hline
            I2t rating & 2.8 A2s \\ \hline
            \begin{tabular}[c]{@{}l@{}}
                Interrupt Current (max. current\\ at which the fuse can interrupt\\ the circuit)
            \end{tabular} & $1000$A at $32$ VDC\\ \hline
        \end{tabular}
        \caption{GLV 12V and Shutdown circuit fuses, MIN type}
        \label{glv12vfusetable}
    \end{table}

        \subsubsection{Position in Car}

            \hlr{The GLV battery and all of its fuses will be located in the motor controller housing, as shown by figure} \ref{cpanel2}.

    \subsection{LV Part 2: Dashboard Node}

        \subsubsection{Description}

            The Dashboard node will have a variety of tasks. It will act as the Control Panel interface (for displaying information to the driver and receiving data from the driver), Emergency Button sensor, AMS light, IMD light and start button.\\

            The control panel interface is used for debugging and driver driver control of vehicle. The CAN system has nodes all over circuits in the car. If the CAN system is still live (when an E-stop hasn't been pushed and the GLV master switch is on), then this CAN node will alert the driver if there is an error and what it is.\\

        \subsubsection{Wiring, cables}

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.8 \textwidth]{Dashboardschem}
                \caption{Dashboard node schematic}
                \label{dashschem}
            \end{figure}

            The dashboard PCB includes a CAN node (ATmega16M1), start button, IMD light, AMS light, BSPD reset button, inertia switch, a linear potentiometer,LCD screen and the cockpit e-stop. The LCD screen is there for the driver to read the cause of vehicle shutdown in the event that a sensor with an input to the CAN system fails. The other controls are for the driver to be able to reset the vehicle and note any emergency situations. This PCB is still in progress, but it will include only low voltage circuitry.

            The board will have a 1A resettable fuse on the 12V supply line. It is described in the table below.

            \begin{table}[H]
                \centering
                \begin{tabular}{|l|l|}
                    \hline
                    Fuse manufacturer and type: & bel Fuses, PTC resettable 0ZCK Series\\ \hline
                    Continuous current rating & 1A \\ \hline
                    Maximum operating voltage & 15V \\ \hline
                    Type of fuse & Fast trip time, Resettable \\ \hline
                    I2t rating & \hlr{6.4 A2s}\\ \hline
                    \end{tabular}
                \caption{Fuse on 5V line to PCB.}
                \label{5V1Afuse}
            \end{table}

        \subsubsection{Position in Car}

            The dashboard node will be located behind the dashboard, and connecting to certain switches and lights on the dashboard. The dashboard CAD render can be shown in Figure \ref{dashboardCAD}.

            \begin{figure}[H]
            \centering
            \includegraphics[width = 0.4 \textwidth]{Dashboard}
            \caption{Render of the Dashboard, the location of the dashboard node. }
            \label{dashboardCAD}
            \end{figure}

    \subsection{LV Part 3: Side Panel Node} \label{imdnode}

        \subsubsection{Description}

            The \hlr{side panel} node, located next to the IMD and ready to drive sound, monitors the IMD's output and will activate the ready to drive sound when the car is in ready mode. It will also be connected to the rest of the CAN system around the car and listen to CAN messages for anomalies through its watchdog functionality. If the watchdog node receives a CAN error message or doesn't receive a "heartbeat" from other CAN nodes, it will open the watchdog \hlr{relay} in the shutdown circuit. This will be useful for maintaining the health of the motor controllers and debugging software while on the vehicle. \hlr{TS wiring to the IMD/TSAL/R2D circuitry leaves the accumulator with an 8-pin Ampseal wrapped in conduit, with the conduit strain relieved against the connector (see rules clarification \#5198), using 22 Awg wire}.


        \subsubsection{Wiring, Cables}

            \begin{sidewaysfigure}[p]
                \includegraphics[height= 0.7 \textheight]{Panel-Board}
                \caption{Schematic for the side panel node, including TS wiring for TSMPs, IMD, and R2D sound}
                \label{panelnode}
            \end{sidewaysfigure}

            Please see figure \ref{panelnode} for the PCB schematic (which includes TS wiring for the TSMPs, IMD and R2D sound).

            The CAN node is wired to the third pole of the IMD relay, and the node will always read low until the pole is no longer pulled because the IMD's output is low and the IMD has found a ground fault. There is a pull up resistor and the pole, in its disconnected state the can input will read 5V instead.\\

            As an output, the CAN node is also wired to a relay's coil controlling a switch in the tractive system parallel to the motors. When the CAN system knows it's in ready to drive mode, it'll send the message to send 5V to this coil, therefore closing the switch that will give the ready to drive sound buzzer power to make noise.\\

            Also an output of the CAN node is the watchdog relay that controls a switch in the shutdown circuit. As watchdog of the CAN system, if a CAN node goes silent and suddenly stops messaging the rest of the system, this node will take notice and stop sending 5V to this coil, making it open the shutdown circuit. This will protect the motor controllers and offer redundancy for the rest of the shutdown circuit.

            \begin{figure}[H]
            \centering
            \includegraphics[width = 0.5 \textwidth]{panelPCB}
            \caption{PCB for the side panel node. The separation is located around the cyan line, and the minimum distance is $1/4$ in.}
            \label{panelPCB}
            \end{figure}

            The same resettable fuses will be used as in table \ref{5V1Afuse}.

        \subsubsection{Position in Car}

            The side panel node will be contained in the enclosure shown in Figure \ref{cpanel2}.

    \subsection{LV Part 4: Motor Controller Controller (MCC) Node}

        \subsubsection{Description}
            The node is located right next to both motor controllers. It receives torque requests from the throttle node and sends torque information to the motor controllers. The motor controllers take in analog input which controls the torque output. The analog input to the motor controllers is opto-isolated from the GLV system using opto-couplers. The motor controllers also require a Forward Switch which is also provided by the MCC node using an opto-coupler.
            The MCC node will handle all torque vectoring by lowering the torque request to one of the motor controllers. The MCC node will never increase the torque requested by the driver.\\

        The motor controller controller (MCC) node is a CAN node that listens to the CAN system for throttle information and if the start button has been pressed and the vehicle is in a ready state, the node will pass on the information to the motor controllers via an isolated analog signal out.\\

            Also on the board are the Brake System Plausibility Device (BSPD) as well as brake light wiring and other components necessary for the BSPD. This includes the hall effect sensors which have their power requirements supplied by the board.\\


        \subsubsection{Wiring, Cables}

        \begin{sidewaysfigure}[p]
            \includegraphics[width=\textheight]{mccschem}
            \caption{Schematic for the motor controller controller node}
            \label{mccschem}
        \end{sidewaysfigure}

        Please see figure \ref{mccschem} for the schematic which includes the TS vs. GLV wiring. The CAN node is wired into the CAN bus in order to get information from different nodes about torque information. The brake pressure switch line is connected to the analog input of the ATmega as well as the input to the BSPD. There is a pull-down resistor in order to ensure that the input is never floating. The BSPD is connected to the shutdown circuit via a relay on the board. The hall effect current sensors are given 12V, Ground and a reference 6V. The output of the Hall Effect current sensors goes to an analog input pin of the ATmega as well as to the BSPD. The motor controllers are wired into the system with 4 connections. Motor controller 5V and motor controller ground are used to power the receiving side of the opto-coupler. There is a Forward Switch line, which is necessary for our motor controllers, and is either 5V or 0V. The last wire is the analog control for the motor controllers. All connections are isolated from GLV.\\

        The ATmega microcontroller on the board is able to reset the BSPD as well as allow for testing of the BSPD. In order to reset, the microcontroller gives a high pulse to the "set" pin of an RS-latch which will reset the BSPD if it has tripped. In order to test the BSPD, the microcontroller has an output that goes into the BSPD and simulates high current to the motor controllers.\\

        The brake light is controlled by this node and is activated by the microcontroller via a low-side drive MOSFET.\\

        \begin{figure}[H]
        \centering
        \includegraphics[width = 0.8 \textwidth]{mccPCB}
        \caption{PCB for the motor controller controller node. The separation is located around the cyan line, and the minimum distance is $6.73 mm$ in.}
        \label{mccPCB}
        \end{figure}

        The same resettable fuses will be used as in table \ref{5V1Afuse}.

        \subsubsection{Position in Car}

        The MCC node will be contained \hlr{in the motor controller housing, as seen in figure} \ref{cpanel2}.\\

        \subsection{LV Part 5: Bulkhead Node}

            \subsubsection{Description}

            The bulkhead CAN node collects throttle and brake information. It also connects to the front wheel speed sensors (ABS hall effect style) and the steering sensor (potentiometer) mounted to the steering rack. \hlr{Torque vectoring is no longer in place, and the steering angle/wheel speed sensors are not installed. We expect to use this chassis as a test bed for competition next year. Our torque signal is never increased, meeting EV 2.3.12. }

            \subsubsection{Wiring, Cables}

            \hlr{Please see figure} \ref{bulkheadschem} \hlr{for the bulkhead node schematic}.

            \begin{figure}[H]
            \centering
            \includegraphics[width = 0.8 \textwidth]{throttlePCB}
            \caption{PCB for the bulkhead node. There is only low voltage circuitry on this PCB.}
            \label{throttlePCB}
            \end{figure}

            The same resettable fuses will be used as in table \ref{5V1Afuse}.

            \subsubsection{Position in Car}

            Predictably, the bulkhead node is located at the front of the pedal box. \hlr{It is a 3D printed housing with integrated 23-pin TE connectivity Ampseal connector.}

\newpage

\section{Overall Grounding Concept}

    \subsection{Description of the Grounding Concept}

        %Describe how you intend to achieve the resistances between components at the required levels as defined in EV 4.3

        The chassis is used as GLV ground. This ground is established at the panel mount holding some of the shutdown components and the TSMPs, GLV DC-DC converter and GLV battery. All mechanical systems in the vehicle, such as the accumulator, drivers seat, and pedal box, achieve low resistance to ground because they are either welded directly to the chassis, or fastened using uncoated, conductive metal fasteners. Electrical systems that are satellite to the main panel mount that need to establish a connection to ground for sense purposes are grounded to the chassis using ring terminals. Ring terminals can be included in the bolt stack up of mechanical systems to ensure a secure connection to ground that is positively retained with a lock nut. \hlr{There are no ground wires provided in the wiring harness, so all of the grounding is directly to the chassis.}


    \subsection{Grounding Measurements}

        %Describe the measurements you'll take to make sure EV4.3 is achieved
        The conductive components within 100mm of the tractive system or a GLV component will be measured with a multimeter to have less than 300 m\ohm resistance to ground. All fastened mechanical systems will be measured for a ground connection individually and exhaustively. Continuity will be checked during manufacture and assembly before the GLV system is in place. There will not be any carbon fiber on the vehicle.

\newpage

\section{Firewall}

    \subsection{Firewall 1}

        \subsubsection{Description/Materials}

            %Show how the low resistance Control System ground connection is achieved.
            The firewall is constructed of two layers. The layer facing the tractive system is 24 gauge Aluminum sheet metal, with a chamfered edge. The second layer facing the cockpit is 1/8 in. Flame-Retardant Multipurpose Garolite (G-10/FR4). The assembly is fastened together using sheet metal rivets. The chassis has welded sheet metal tabs that fasten to the firewall with bolts and lock nuts. Because the firewall is fastened to the chassis using conductive fasteners it is connected to GLV ground.

            All high voltage and high temperature systems are contained in the rear of the vehicle, so only one firewall will be used. There are GLV systems in the dashboard and pedal box so a small grommeted hole will be made in the firewall for GLV wiring.

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.6 \textwidth]{ExplodedView}
                \caption{Exploded view of the firewall}
                \label{explodedfirewall}
            \end{figure}

        \subsubsection{Position in Car}

            The firewall is located between the driver and the accumulator, to protect the driver from the tractive system. Figure \ref{firewallposition} shows the position with the driver seat removed for visual aid. The seat will go in the gap between the wheel and the firewall, facing away from the firewall. The top corner of the extruded part of the firewall is chamfered in order to protect the driver and will also be covered with padding.

            \begin{figure}[H]
                \centering
                \includegraphics[width = 0.6 \textwidth]{FirewallFullCarView}
                \caption{CAD render of the firewall's position in the car}
                \label{firewallposition}
            \end{figure}

    \subsection{Firewall 2}
        There is only one firewall in the vehicle.

\section{Appendix}
\section*{11.2.1.1 Shutdown Switches} \label{shutdownappendix}

\href{http://products.eao.com/index.php?IdTreeGroup=2344&IdProduct=48667&lang=en}{Cockpit E-Stop Button Datasheet here}.

\href{http://products.eao.com/index.php?IdTreeGroup=2344&IdProduct=48533&lang=en}{Right and Left E-Stop Buttons Datasheet here}.

\href{http://www.amazon.com/Volt-Battery-Disconnect-Kill-Switch/dp/B007O0BBFM}{Tractive System and GLV System Master Switches, product link here, no datasheet available}.

\href{http://www.mouser.com/pdfdocs/9876510101.PDF}{Main connector to the accumulator, also an interlock, datasheet here}.

See section \ref{bspdappendix} for the AMS and BSPD relays.
See section \ref{imdappendix} for the IMD relay.
See section \ref{hvdappendix} for the HVD.
See section \ref{inertiaappendix} for the inertia switch.

\section*{11.2.2 IMD datasheet} \label{imdappendix}
\begin{figure}[H]
    \centering
    \includegraphics[width=0.4 \textheight]{IMD_datasheet_snip}
    \caption{Response value information from IMD datasheet}
    \label{IMDresponsetime}
\end{figure}

\href{http://www.bender.org/documents/IR155-10_datasheet_NAE1012821.pdf}{Full IMD Datasheet here}.

\href{http://www.automationdirect.com/static/specs/78relays.pdf}{IMD 4PDT Relay Datasheet Here}. Referred from section \ref{shutdownappendix}.

\href{http://www.littelfuse.com/~/media/electronics/datasheets/fuses/littelfuse_fuse_251_253_datasheet.pdf.pdf}{Fuse that protects the IMD, 251/253 series (1A)}

\section*{11.2.3 Inertia switch} \label{inertiaappendix}

\href{http://www.sensata.com/download/resettable-crash.pdf}{Sensata Resettable Crash sensor datasheet here}. Referred from section \ref{shutdownappendix}.

\section*{11.2.4 Brake Plausibility Device} \label{bspdappendix}

\href{http://www.mouser.com/ds/2/418/te_ENG_DS_OJ_OJE_series_relay_data_sheet_E_0412-309476.pdf}{BSPD relay}. Reffered from section \ref{shutdownappendix} (shutdown system), and section \ref{amsappendix} (AMS).

See section \ref{torqueappendix} for the brake sensor's datasheet.

\section*{11.2.7 Tractive System Active Light}

\href{http://www.digikey.com/product-detail/en/murata-power-solutions-inc/RUW15SL24C/811-2784-ND/3723979}{DC-DC converter for the TSAL datasheet}.

\href{http://www.digikey.com/product-detail/en/recom-power/R-78W12-0.5/945-2204-ND/4930588}{24-12V Linear Voltage Regulator for TSAL}

\href{https://www.superbrightleds.com/moreinfo/oval-marker-lamps/oval-led-truck-trailer-light-with-reflectorized-lens-4in-led-marker-clearance-light-with-4-leds/580/#/tab/Specifications}{Product information for the TSAL}.

\href{http://www.onsemi.com/pub_link/Collateral/1N5333B-D.PDF}{Zener with 56V breakdown, for activating the TSAL}.

\section*{11.2.8.2 Tractive System Measuring Points} \label{tsmpappendix}

\href{https://www.gossenmetrawatt.com/resources/tt/hit27/db_gb.pdf}{Expected multimeter to measure the TS voltage, datasheet here}.

\href{http://www.vishay.com/docs/31800/alsralvr.pdf}{5K, 3W resistors for the TSMP datasheet here.}

\href{http://www.mouser.com/ds/2/159/D72930_02_10_06-21562.pdf}{Red and Black TSMP 4mm banana jack datasheet here}.

\section*{11.2.9 Precharge System}
\label{prechargeappendix}

\href{http://store.sirces.it/it_it/fileuploader/download/download/?d=0&file=custom%2Fupload%2FFile-1422979472.pdf}{Download Precharge relay datasheet here}

\section*{11.2.10 Discharge system} \label{dischargeappendix}

\href{http://www.mouser.com/ProductDetail/Welwyn-Components-TT-Electronics/WH50-220RJI/?qs=sGAEpiMZZMtbXrIkmrvidKReuDgpkN0wvzK1C2F8Chg%3d}{Discharge resistor datasheet here}

\href{http://cotorelay.com/product/5500-series-high-voltage-reed-relays/}{Discharge relay datasheet here.}

Referred from section \ref{dischargesection}

\section*{11.2.11 HVD } \label{hvdappendix}

\href{http://www.andersonpower.com/_global-assets/downloads/pdf/ds-smart.pdf}{HVD Anderson connector datasheet here}. Referred from section \ref{shutdownappendix}.

\section*{11.2.12 Ready to Drive Sound} \label{r2dappendix}

\href{http://www.mouser.com/ds/2/252/SC648ANR-63353.pdf}{Ready to drive sound buzzer datasheet}.

\href{https://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=2&cad=rja&uact=8&ved=0ahUKEwjUmLXFsZTNAhUOQ1IKHUBABfMQFggjMAE&url=http%3A%2F%2Fwww.te.com%2Fcommerce%2FDocumentDelivery%2FDDEController%3FAction%3Dsrchrtrv%26DocNm%3DSDTR_series_relay_data_sheet_E%26DocType%3DDS%26DocLang%3DEN&usg=AFQjCNFPrP2GCsVBBcjG06uzsufdRJApUg&sig2=UJHaD8QEI6-wrWDhAknKJw}{Ready to drive sound relay datasheet}

\section*{11.3.1.2 Cell Description}
\href{http://batteryuniversity.com/learn/article/discharge_methods}{\hlr{Battery health research that confirms our general cell safety.}}

We are working with Nissan to allow us to use their datasheet for the modules. Please see the following pages for the US Department of Energy's information on Nissan Leaf cells.

\includepdf[pages=-]{BatteryEgov.pdf}

\section*{11.3.1.4 Cell Temperature Monitoring}

\href{http://media.digikey.com/PDF/Data\%20Sheets/Ametherm\%20PDFs/PANR\%20103395-408.pdf}{Thermistors measuring cell temperature datasheet}.

\section*{11.3.1.5 Accumulator Monitoring System}  \label{amsappendix}

\begin{figure}
    \centering
    \includegraphics[width = 1 \textwidth]{BMS_Schem}
    \caption{Schematic of one of the accumulator monitoring boards}
    \label{amsschem}
\end{figure}

% end{sidewaysfigure}
Please see figure \ref{amsschem} for the schematic of the AMS boards. Referred from section \ref{bms}. The AMS looks at the voltage of each cell by having differential amplifiers between two cells and get a relative voltage. This relative voltage for each cell is then put through an optocoupler, which then connects a power resistor and transistor to shunt the cell when necessary. There is an isolated CAN node attached to the board so it can communicate to the rest of the shutdown system and activate a relay to open the shutdown circuit when necessary. The BMS connects to the cell-top boards, shown in figure \ref{celltopschem}.

Please see section \ref{bspdappendix} for the AMS relay.

\hlr{The following figures show the compliance of spacing of the BMS board.}

\begin{figure}[H]
 \centering
 \includegraphics[width = 0.4 \textwidth]{bmsspace1}
 \caption{\hlr{Capture of the separation on each AMS board between TS and GLV power on the top copper (262 mil)}}
 \label{amsseparation1}
\end{figure}

\begin{figure}[H]
 \centering
 \includegraphics[width = 0.4 \textwidth]{bmsspace2}
 \caption{\hlr{Capture of the separation on each AMS board between TS and GLV power on the top copper (264 mil)}}
 \label{amsseparation2}
\end{figure}

\begin{figure}[H]
 \centering
 \includegraphics[width = 0.4 \textwidth]{bmsspace6}
 \caption{\hlr{Capture of the separation on each AMS board between TS and GLV power on the top copper (300 mil)}}
 \label{amsseparation6}
\end{figure}

\begin{figure}[H]
 \centering
 \includegraphics[width = 0.4 \textwidth]{bmsspace3}
 \caption{\hlr{Capture of the separation on each AMS board between TS and GLV power on the bottom copper(291 mil)}}
 \label{amsseparation3}
\end{figure}

\begin{figure}[H]
 \centering
 \includegraphics[width = 0.4 \textwidth]{bmsspace4}
 \caption{\hlr{Capture of the separation on each AMS board between TS and GLV power on the bottom copper (349 mil)}}
 \label{amsseparation4}
\end{figure}

\begin{figure}[H]
 \centering
 \includegraphics[width = 0.4 \textwidth]{bmsspace5}
 \caption{\hlr{Capture of the separation on each AMS board between TS and GLV power on the bottom copper (253 mil)}}
 \label{amsseparation5}
\end{figure}

\section*{11.3.1.8 Accumulator Insulation Relays}

\href{http://www.rec-bms.com/datasheet/Technical_datasheet_Kilovac.pdf}{Accumulator Insulation Relay datasheets here}.

\section*{11.3.1.9 Fusing} \label{fusingappendix}

Referred from section \ref{fusing}.

\begin{figure}[H]
    \centering
    \includegraphics[width = 0.5 \textwidth]{TSmainratings}
    \caption{Ratings for the Bussman LPJ series 175A main TS fuse}
    \label{mainTSfuseratings}
\end{figure}

\begin{figure}[H]
    \centering
    \includegraphics[width = 0.5 \textwidth]{TSfuseT-Agraph}
    \caption{Time-current curve for Bussman LPJ series 175 A main TS fuse}
    \label{mainTSfusecurve}
\end{figure}

All information found from the datasheet of:
\href{http://www.allfuses.com/media/documents/Bussmann\%20LPJ\%20(70-600A).pdf}{Full Bussman Fuse LPJ 175A datasheet here}.

\begin{figure}[H]
    \centering
    \includegraphics[width = 0.4 \textwidth]{mini_timecurve}
    \caption{Time-current curve for the MINI series (2A and 5A) fuses}
    \label{MINItimecurve}
\end{figure}

\begin{figure}[H]
    \centering
    \includegraphics[width = 0.4 \textwidth]{mini_ratings}
    \caption{Ratings for the MINI series (2A and 5A) fuses}
    \label{MINIratings}
\end{figure}

All information found from the datasheet of:
\href{http://www.littelfuse.com/~/media/automotive/datasheets/fuses/automotive-fuses/littelfuse_automotive_blade_fuse_mini_32v.pdf}{Full MINI series 2A and 5A fuse datasheet here}.

\begin{figure}[H]
    \centering
    \includegraphics[width = 0.5 \textwidth]{Keyswitchratings}
    \caption{Ratings taken from the A15QS, 7A Keyswitch fuse}
    \label{keyswitchratings}
\end{figure}

\begin{figure}
    \centering
    \includegraphics[width = 0.5 \textwidth]{Keyswitchmeltingtime}
    \caption{Time-Current curve for A15QS, 7A Keyswitch fuse}
    \label{keyswitchcurve}
\end{figure}

All information found from the datasheet of:
\href{http://www.allfuses.com/media/documents/Ferraz%20A15QS.pdf}{Keyswitch Fuse datasheet, Semiconductor AC A15QS}.

\begin{figure}[H]
    \centering
    \includegraphics[width = 0.6 \textwidth]{TSsmallratings}
    \caption{\hlr{251/253 series, 1A TS low current fuse and 3A HV+ sense line Energy meter}}
    \label{tssmallratings}
\end{figure}

\begin{figure}[H]
    \centering
    \includegraphics[width = 0.6 \textwidth]{TSsmallmeltingtime}
    \caption{\hlr{Time-Current curve for 251/253 series 1A TS low current fuse and 3A HV+ sense line Energy meter}}
    \label{TSsmallcurve}
\end{figure}

All information found from the datasheet of:
\href{http://www.littelfuse.com/~/media/electronics/datasheets/fuses/littelfuse_fuse_251_253_datasheet.pdf.pdf}{TS to IMD, TSMP and Lights DC-DC converter, 1A 251/253 Series}

\begin{figure}[H]
    \centering
    \includegraphics[width = 0.6 \textwidth]{AMSfuseratings}
    \caption{Ratings for C1Q 3A Cell series to AMS fuse}
    \label{amsfuseratings}
\end{figure}

\begin{figure}[H]
    \centering
    \includegraphics[width = 0.6 \textwidth]{amsfuseapprovals}
    \caption{Approved Ratings of C1Q series 3A Cell to AMS fuse}
    \label{amsfuseapproval}
\end{figure}

\begin{figure}[H]
    \centering
    \includegraphics[width = 0.6 \textwidth]{amsfusecurve}
    \caption{Time-current curve for C1Q series, 3A Cell to AMS fuse}
    \label{amsfusecurve}
\end{figure}

All information found from the datasheet of:
\href{http://belfuse.com/pdfs/C1Q.pdf}{Cell to AMS fuse, C1Q type}.

\begin{figure}
    \centering
    \includegraphics[width = 1 \textwidth]{WireGaugeChart}
    \caption{Power Stream Wire Gauge Chart Reference. Reffered from section \ref{fusing}}
    \label{AWGchart}
\end{figure}

\section*{11.3.1.10 Charging}

\begin{figure}[H]
    \centering
    \includegraphics[width = 0.8 \textwidth]{chargerdata}
    \caption{Important data of the 96V charger, from datasheet}
    \label{chargerdatasheet}
\end{figure}

\href{http://delta-q.com/wp-content/uploads/2015/12/Delta-Q_QuiQ1000_BatteryCharger_Specifications.pdf}{Delta Q Technologies 96VDC charger datasheet}.

\hlr{Algorithm: Constant current at 8.5A to 4.056Vpc, then constant voltage at 4.056Vpc until current tapers to 2A}

\begin{figure}[H]
    \centering
    \includegraphics[width = 0.6 \textwidth]{chargingfuseratings}
    \caption{Approved Ratings of Bussman SC Class G}
    \label{chargingfuseratings}
\end{figure}

\begin{figure}[H]
    \centering
    \includegraphics[width = 0.6 \textwidth]{chargefusetimecurve}
    \caption{Time-current curve for Bussman SC Class G}
    \label{chargefusecurve}
\end{figure}

All information found from the datasheet of:
\href{http://belfuse.com/pdfs/C1Q.pdf}{Cell to AMS fuse, C1Q type}.

\href{http://www.mouser.com/ds/2/87/Bus_Ele_DS_1024_SC-347391.pdf}{Charger fuse}

\section*{11.4.2 Energy Meter Mounting Wiring}

\hlr{Please see section} \ref{fusingappendix} \hlr{for information on the 3A fuse, as it is the same series and datasheet as the 1A TS low current fuse}.

\section*{11.5.1 Motor Controller} \label{mccappendix}

\href{http://www.sevcon.com/media/2461/Gen4\%20Aug\%202013\%20web.pdf}{Motor controller Sevcon Gen 4 Size 4 with battery voltage 96-120V datasheet here}.

\href{http://www.thunderstruck-ev.com/Manuals/Gen4_Product_Manual_V3.0.pdf}{Sevcon Gen4 Product Manual}

\href{http://www.delphi.com/docs/default-source/old-delphi-files/4ab0ce96-6ae1-4ad1-aabb-cdcfa9103cbd-pdf.pdf?sfvrsn=0}{Description of Delphi connectors. Delphi Shieldpack HV2000 is the product used for our main connectors (Described on page 32)}

\section*{11.7 Torque Encoder} \label{torqueappendix}

\href{https://www.pegasusautoracing.com/2015/086.pdf}{Brake light switch datasheet here, part number 3601}. Reffered from section \ref{bspdappendix}.

\begin{figure}[H]
    \centering
    \includegraphics[width = 0.4 \textwidth]{activesensorsnip}
    \caption{Important parameters of the MHR5621 Active Sensors Torque Encoder}
    \label{torquesnip}
\end{figure}

\href{http://www.magni-tec.com/datasheet/WS-MHR5200.pdf}{MHR5621 Active Sensors Torque Encoder datasheet}.

\section*{11.8.1 LV Part 1: GLV battery}

\href{https://www.superbrightleds.com/moreinfo/bar-strip-accessories/12vdc-to-5vdc-voltage-converter-/1549/3652/#/tab/Specifications}{12V to 5V module datasheet here}.

\begin{figure}[H]
    \centering
    \includegraphics[width = 0.4 \textwidth]{shutdownfuseratings}
    \caption{Ratings for MINI series, 2A Shutdown circuit, GLV 2A 12V fuses and 5A GLV battery fuses}
    \label{shutdownfuseratings}
\end{figure}

\begin{figure}[H]
    \centering
    \includegraphics[width = 0.4 \textwidth]{shutdownfusecurve}
    \caption{Time-current curve for MINI series, 2A Shutdown circuit, GLV 2A 12V fuses and 5A GLV battery fuses}
    \label{shutdownfusecurve}
\end{figure}

All information found from the datasheet of:
\href{http://www.littelfuse.com/~/media/automotive/datasheets/fuses/automotive-fuses/littelfuse_automotive_blade_fuse_mini_32v.pdf}{GLV 12V power, Shutdown, and GLV battery circuit fuses, MINI series 2A or 5A}

\section*{11.8.2 LV Part 2: Dashboard node}.

\href{http://www.atmel.com/images/8209s.pdf}{CAN node microcontroller (ATmega16M1) datasheet here}.

\begin{figure}[H]
    \centering
    \includegraphics[width = 0.4 \textwidth]{1AGLVlowratings}
    \caption{Ratings for the bel Fuse 0zck series 1A 5V per-GLV-board fuse}
    \label{5V1Afuserating}
\end{figure}

\begin{figure}[H]
    \centering
    \includegraphics[width = 0.4 \textwidth]{TSfuseT-Agraph}
    \caption{Time-current curve for bel Fuse 0zck series 1A 5V per-GLV-board fuse}
    \label{5V1Afusecurve}
\end{figure}

All information found from the datasheet of:
\href{http://www.belfuse.com/pdfs/0ZCK.pdf}{Full bel Fuse 0ZCK 1A datasheet here}.

%A datasheet for motor controller one for example has to have the numbering 11.10.5
%Example appendix entry:
%11.2.2 – Bender IR155-3203 IMD ratings
%Referred from 5.1.1.
%Picture of a section
%Link to full datasheet
%I\par
\end{document}