2016 ebaja sae india rules

8/17/2019 2016 EBaja SAE India Rules

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2016 Collegiate Design

Series

eBAJA SAEINDIA® Rules


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2 © 2016 SAEINDIA. All Rights Reserved. Printed in INDIA www.bajasaeindia.org 2016 eBAJA SAE India Rules

Contents

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

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

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

ARTICLE 3: eBAJA SAE INDIA RULES AND ORGANIZER AUTHORITY ................................................................................ 6

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

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

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

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

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

ARTICLE 9: PROTESTS .................................................................................................................................................................. 11

PART B: ELECTRICAL POWERTRAINS AND SYSTEMS ............................................................................................ 12

ARTICLE 1: ELECTRIC SYSTEM DEFINITIONS ........................................................................................................................ 12

ARTICLE 2 TRACTIVE SYSTEM - POWERTRAIN ..................................................................................................................... 13

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

ARTICLE 4: TRACTIVE SYSTEM – GENERAL REQUIREMENTS ........................................................................................... 17

ARTICLE 5: FUSE ............................................................................................................................................................................ 22

ARTICLE 6: HIGH VOLTAGE PROCEDURES & TOOLS ........................................................................................................... 23

ARTICLE 7: GROUNDED LOW VOLTAGE SYSTEM (


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

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

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

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

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

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

ARTICLE 6: COMPETITION PROCEDURES AND REGULATION - GENERAL ...................................................................... 74

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

ARTICLE 8: DRIVING RESTRICTIONS ........................................................................................................................................ 75

ARTICLE 9: RULES OF CONDUCT ............................................................................................................................................... 75

ARTICLE 10: SPECTATOR RULES ............................................................................................................................................... 76

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

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

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

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

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

ANNEXURE ............................................................................................................................................................................. 82


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2016 eBAJA SAE India Rules

Read the Rules, thoroughly!

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

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

www.bajasaeindia.org and submitting documents online.

PART A: ADMINISTRATIVE REGULATIONS

ARTICLE 1: BAJA SAE OVERVIEW

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

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

series for university teams.

A1.1 BAJA SAE Program Objective

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

students. The object of the competition is to simulate real-world engineering design projects and their related

challenges. Each team is competing to have its design accepted for manufacture by a fictitious firm. The students

must function as a team to design, engineer, build, test, promote and compete with a vehicle within the limits of

the rules. They must also generate financial support for their project and manage their educational priorities.

A1.2 eBAJA Program Overview

eBAJA is the concept of electric driven BAJA ATVs to lay emphasis on “Electrical Mobility”. As the conventional

BAJA is all about petrol driven ATVs, eBAJA vehicles will run on electricity and can be recharged by solar power.

They will be propelled by an electric motor powered by rechargeable battery packs. The main concept of proposing

this event with the new electric component is to highlight the misconception that electric vehicle cannot perform betterthan conventional fuel. Hence we here abide to bring the conceptual change and prove that “ELECTRIC MOBILITY

IS FUTURE”.

A1.3 Design Subject

Each team's goal is to design and build a three seater, All Terrain capable rural vehicle whose structure contains the

driver with the additional two passengers behind the driver some utility space. The vehicle is to be a prototype fora reliable, maintainable, ergonomic, and economic production vehicle which serves a ruler user market, sized

at approximately 4000 units per year. The vehicle should aspire to market-leading performance in terms of

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

by success in the dynamic events which are described in the eBAJA SAE Rules, and are subject to event-site

weather and course conditions.

A1.4 Good Engineering PracticesVehicles entered into eBAJA SAE competitions are expected to be designed and fabricated in accordance with

good engineering practices.


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ARTICLE 2: BAJA SAE SERIES

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

the sponsorship of SAE:

BAJA SAE Kansas Hosted by Pittsburg State University

BAJA SAE Illinois Hosted by the Central Illinois Section

BAJA SAE UTEP Hosted by the University of Texas El Paso

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

sponsored by their local hosts:

BAJA SAE Brazil – Sponsored and hosted by SAE BRASIL

BAJA SAE Korea – Sponsored and hosted by Yeungnam University

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

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

A2.2 eBAJA SAE competition have open registration policies and accept teams of university students from India.

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

pertaining eBAJA SAE India® Rules and for the dynamic events.

A2.3 Official Announcements and Competition Information

Teams are required to read the articles posted on the eBAJA SAE India homepage ( www.bajasaeindia.org)

published by eBAJA SAE India Organizing Committee. Teams must also be familiar with all official

announcements concerning the competitions and rule interpretations released by the eBAJA SAE India

Organizing Committee.

A2.4 Official Languages

The official language of the eBAJA SAE Series is English. Document submissions, presentations and

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

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

for document submissions, presentations and discussions if all the parties involved agree to the use of that

language.

BAJA SAE UTEP English

BAJA SAE Illinois English

BAJA SAE Kansas English

BAJA SAE Brazil English and Portuguese

BAJA SAE Korea English and Korean

BAJA SAE South Africa English

BAJA SAE India English and Hindi


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ARTICLE 3: eBAJA SAE INDIA RULES AND ORGANIZER AUTHORITY

A3.1 Rules Authority

The eBAJA SAE India Rules are the responsibility of eBAJA SAE India Organizing Committee and are issued

under the authority of eBAJA SAE India Organizing Committee. Official announcements from eBAJA SAE

India Organizing Committee shall be considered part of and have the same validity as these rules. Ambiguities

or questions concerning the meaning or intent of these rules will be resolved by eBAJA SAE India Organizing

Committee during competition onsite.

A3.2 Rules Validity

The eBAJA SAE India Rules posted on the BAJA SAE India website and dated for the calendar year of the

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

A3.3 Rules Compliance

By entering in eBAJA SAE India competition, the team members, faculty advisors and other personnel of the

entering university agree to comply with, and be bound by, the rules and all rules interpretations or procedures

issued or announced by eBAJA SAE India Organizing Committee. All team members, faculty advisors and

other university representatives are required to cooperate with, and follow all instructions from competition

organizers, officials and judges.

A3.4 Understanding the Rules

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

are participating. The section and paragraph headings in these rules are provided to facilitate reading: they do

not fully explain all the paragraph contents.

A3.4.1 Loopholes

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

vehicle’s design parameters or the conduct of the competition. Please keep in mind that safety remains

paramount during eBAJA SAE India, so any perceived loopholes should be resolved in the direction of increased

safety/concept of the competition.

A3.5 Participating in the Competition

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

are present on-site at a competition are considered to be “participating in the competition” from the time they

arrive at the event site until they depart the site at the conclusion of the competition or earlier by withdrawing.

A3.6 Violations of Intent

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

or meaning of a rule may be addressed to eBAJA SAE India Organizing Committee or Technical Inspectors.

A3.7 Right to Impound

eBAJA SAE India Organizing Committee reserves the right to impound any on-site registered vehicle at any

time during a competition for inspection and examination by the organizers, officials and technical inspectors.

A3.8 General Authority

eBAJA SAE India Organizing Committee reserves the right to revise the schedule of any competition and/or

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

for the efficient operation of the event.

A3.9 Penalties

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

better reflect the design of their event courses, the course lengths or any special conditions unique to the site.


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The standard dynamic event penalties in these rules are default values that will be applied unless there is a

change by the organizer.

A3.10 SAE Technical Standards Access

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

ARTICLE 4: INDIVIDUAL PARTICIPATION REQUIREMENTS

A4.1 Eligibility Limits

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

Individual members of teams participating in this competition must satisfy the following requirements:

A4.2 Student Status

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

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

A4.3 Society Membership

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

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

A4.4 Age

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

A4.5 Driver’s License

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

government issued driver’s license. This will be required onsite for proof.

A4.6 Liability Waiver

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

A4.7 Insurance

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

A4.8 Individual Registration Requirements – ACTION REQUIRED

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

respective school/university on the SAEINDIA website through their team’s profile page for each event

they are participating in.

A4.8.2 A team can have a maximum of 25 and a minimum of 10 eligible members. The team having less than 10

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

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

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

is NOT ALLOWED after registrations. Any exceptional cases like death, natural calamity etc. could be

dealt with separately. For such cases a letter of declaration is due from the institution head on institution

letter head. Backing-out or withdrawal of any member from the team, due to any reason other than

exceptional ones mentioned above, is NOT allowed and entire team will be responsible for consequences,

if any, arises due to this.


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

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

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

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

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

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

Membership” link

.

ARTICLE 5: FACULTY ADVISOR

A5.1 Faculty Advisor Status

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

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

university representative.

A5.2 Responsibilities

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

theory.

A5.3 Limitations

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

documentation or presentation.

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

testing or operation of the vehicle.

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

The team captain or other designated members of the team must do all the presenting although Faculty Advisors

may silently observe.

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

ARTICLE 6: ELIGIBILITY – VEHICLES

A6.1 Student Created

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

without direct/ indirect involvement from professional engineers, faculty or professionals in the off-road and

racing communities. Proof of manufacturing location will be essentially required to be furnished by the teams

on-site upon being so asked for by the officials.

A6.2 Professional Fabrication Limits

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

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

equipment’s in operating condition with the college facilities which will be used to fabricate & assemble

the vehicle as per design presented in Virtual BAJA SAE India event.

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

college facility need to be taken and written in a CD, to be furnished anytime throughout the course of

project. The clip is required to cover each of the manufacturing processes carried out in college.

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

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

The decision of the organizers committee in this regard will be final. The registration fee would NOT be

returned in such case.


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A6.3 Kit Vehicles – Prohibited

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

A6.4 Prefabricated Subassemblies

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

subassemblies may invoke penalties. List of pre-fabricated parts allowed are – shock absorbers, spring, brake

drum, brake disc, brake callipers and brake holding assembly, master cylinder, steering gear box, steering

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

ARTICLE 7: REGISTRATION

A7.1 Registrations for eBAJA SAE India event held in India must be completed online. Online registration must be

done by either (a) An SAE member or (b) the official faculty advisor connected with the university and recorded

as such in the SAE record system.

A7.2 Entries per university-Registration for eBAJA SAE India competition allows a maximum of 1 (ONE) vehicle

per college / university location.

To begin at 10:00 am IST on April 1st 2015.

A7.3 Registration Limit

There is no limit to number of registrations for eBAJA SAE India.

A7.3.1 Failure to Meet Deadlines NOTE!! NEW POLICY!

All teams, which are registered, for Baja SAE India competition are required to submit Documents prior

to the competition.

(a)

SCCS - As evidence their car complies with the SCCS and to support the technical inspection process and

(b)

Roll Cage specification sheet and Frame material documentation as per C5.6.(c) Cost Report to be provided by team.

(d) Design Report - To provide details of Virtual and Actual Design of eBAJA buggy.

During the event judges need to evaluate the team with respect to all above these submissions. When these

documents are not submitted our judges cannot properly assess the vehicle or the team.

Additionally, teams that do not submit Cost, Design, or Technical documents (SCCS) typically do not come to

the competition. Teams that do not notify us that they are withdrawing create the following problems they are

included in the static event schedules and judging time is wasted, failure to submit the required Cost, Design,

and Technical Documents (SCCS) is a clear violation of the rules.

Failure to submit the required Cost, Design or Technical documents within 10 days of the deadline will

constitute an automatic withdrawal of your team. Your team will be notified after the 10th day of nosubmission that we have not received your documents and after 11 days your team’s registration will be cancelled

and no refund will be given.

A7.4 Registration Dates

Teams must register for eBAJA SAE India competition they intend to enter by the specified date on the action

deadline webpage – www.bajasaeindia.org. Registration dates are available online.


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A7.5 Registration Fees

The registration fee for eBAJA SAE India must be paid by challan form at the time of registration. Registration

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

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

Mentoring fees: If in case team desire and expect mentoring for technical inspection, they are free to

hire the advisory session from technical inspection team before event by paying a nominal fees (Non-

refundable). For this need, team has to register along with second phase of registration after virtual

event. The dates will be announced by eBAJA organizing committee for registration.

A7.6 Withdrawals

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

by notifying the following no later than (2) weeks before the event. eBAJA SAE India event withdrawals:

[email protected] .

ARTICLE 8: RULES QUESTIONS

A8.1 Questions

By submitting a question to eBAJA SAE India, you and your team agree that both your question and the

Committee’s answer can be reproduced and distributed by SAE, in both complete and edited versions, in any

medium or format anywhere in the world.

A8.2 Question Types

eBAJA SAE India Organizing Committee will answer questions that are not already answered in the rules or

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

already answered in the rules. For example, if a rule specifies a minimum dimension for a part the committee

will not answer questions asking if a smaller dimension can be used.

A8.3 Question Submission

The teams can send their technical queries and doubts to the official Email ID – [email protected] for theclarification on any rule.

A8.3.1 Question Documentation

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

inspection.

A8.4 Response Time

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

possible, however responses to questions presenting new issues, or of unusual complexity, may take more than

two weeks.

NOTE: Please keep in mind that final operating approval of an--- eBAJA SAE India vehicle can only be given

on site at the competition.

A8.5 Event Related Questions

Questions pertaining to the operation and schedules of eBAJA SAE India competition should be emailed to

[email protected].

mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]


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ARTICLE 9: PROTESTS

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

emotions peak and disputes can arise. eBAJA SAE India Organizing Committee will make every effort to fully

review all questions and resolve problems quickly and efficiently.

A9.1 Preliminary Review – Required

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

SAE India Organizing Committee’s attention for an informal preliminary review before a protest can be filed.

A9.2 Cause for Protest

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

which they feel has caused some actual, non-trivial harm to their team, or has had a substantive effect on their

score. Teams may not protest rule interpretations or actions that have not caused them any substantive damage.

A9.3 Protest Format and Forfeit

All protest must be filed in writing and presented to the eBAJA SAE India Organizing Committee by the team

captain or a designated student team member. In order to have a protest considered, a team must post a twentyfive (25) point protest bond which will be forfeited if the protest is rejected. (SAE India staff, judges or

volunteers will not review any video footage as part of the protest).

A9.4 Protest Period

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

the event to which the protest relates.

A9.5 Decision

The decision regarding any protest is final.


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PART B: ELECTRICAL POWERTRAINS AND SYSTEMS

ARTICLE 1: ELECTRIC SYSTEM DEFINITIONS

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

B1.1.1

Whenever a circuit has a potential difference where the nominal operation voltage is greater than 48V DC or

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

B1.1.2 Low voltage is defined as any voltage below and including 48V DC or 25V AC RMS

B1.1.3

The maximum permitted voltage that may occur between any two electrical connections is 54V.

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

the tractive system.

B1.1.5

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

on the accumulator.

B1.2 GROUNDED LOW VOLTAGE AND TRACTIVE SYSTEM

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

system accumulators.

B1.2.2

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

tractive system

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

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

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

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

B1.2.7

The entire tractive and GLV system must be completely galvanic separated.

B1.2.8

The border between tractive and GLV system is the galvanic isolation between both systems. Therefore some

components, such as the motor controller, may be part of both systems.

B1.2.9

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

B1.2.10

The tractive system motor(s) must be connected to the accumulator through a motor controller (Traction

Controller). Bypassing the control system and connecting the tractive batteries directly to the motor(s) is

prohibited.

B1.2.11 The GLV system must be powered up using a specified procedure before it is possible to activate the tractive

system, see B4.11. Furthermore, a failure causing the GLV system to shut down must immediately deactivate

the tractive system as well.


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ARTICLE 2 TRACTIVE SYSTEM - POWERTRAIN

B2.1 eKIT & Certification Requirements

B2.1.1

The eKit Comprises of all major aggregates of electric power train such as Battery, Motor, Battery & MotorControllers, chargers etc.

Note: The eKIT from any Supplier should be tested and certified by ARAI for use in eBAJA SAE INDIA

2016.

B2.1.2 Allowed Traction Motor shall be 48V and 11 Kw Peak power.

B2.1.3 Allowed Battery Specs – 48V nominal, 160Ah Li-ion batteries

B2.2 POWER and VOLTAGE LIMITATION

B2.2.1

The Maximum power drawn from the battery must not exceed the 11Kw. This will be evaluating the energy

meter data.

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

by evaluating the Energy Meter data.

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

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

acceleration event.

B2.2.4 Battery and electric motor temperature should be under safe operating temperature specified by manufacturer

B2.3 ACCELERATOR PEDAL

B2.3.1

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

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

B2.3.3 The foot pedal must return to its original, rearward position when released. The foot pedal must have positive

stops at both ends of its travel, preventing the mounted sensors from being damaged or overstressed.

ARTICLE 3 TRACTIVE SYSTEM - ENERGY STORAGE

B3.1 ALLOWED TRACTIVE SYSTEM ACCUMULATORS

B3.1.1 Allowed only lithium-ion based batteries and shall be approved by AIS-041 Certification.

B3.1.2 The following accumulators are not permitted; molten salt batteries, thermal batteries, fuel cell, atomic and

flywheel mechanical batteries, capacitors, such as super caps or ultra-caps.

B3.1.3 Accumulators Manufacturer’s data sheets showing the rated specification of the accumulator cell(s) which are

used must be provided in the Design Calculations along with their number and configurations.


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B3.2 TRACTIVE SYSTEM ACCUMULATOR CONTAINER – GENERAL REQUIREMENTS

B3.2.1 All Batteries which store the tractive system energy will be built into accumulator segments and must be

enclosed in (an) accumulator container(s)

B3.2.2

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

B3.2.3 If the accumulator container(s) is not easily accessible during Electrical Tech Inspection, detailed pictures of

the internals taken during assembly must be provided. If the pictures do not adequately depict the accumulator,

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

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

B3.2.5

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

B3.3 TRACTIVE SYSTEM ACCUMULATOR CONTAINER - ELECTRICAL CONFIGURATION

B3.3.1

If the container is made from an electrically conductive material, then the poles of the accumulator segment(s)

and/or cells must be isolated from the inner wall of the accumulator container with an insulating material that

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

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

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

puncturing the insulating barrier.

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

B3.3.3 Maintenance plugs, additional contactors or similar measures have to be taken to allow electrical separation of

the internal cell segments such that the separated cell segments contain a maximum static voltage 54V DC

which is regulated by AMS. The separation must affect both poles of the segment.

B3.3.4 This separation method must be used whenever the accumulator containers are opened for maintenance and

whenever accumulator segments are removed from the container. Maintenance plugs requiring tools to separate

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

the plug from unintentionally becoming loose.

B3.3.5 Each segment must be electrically insulated by the use of suitable material between the segments in the

container and on top of the segment to prevent arc flashes caused by inter segment contact or by parts/tools.

Accidentally falling into the container during maintenance for example. Air is not considered to be a suitable

insulation material in this case.

B3.3.6 The Accumulator Isolation Relays (AIRs) and the main fuse must be separated with an electrically insulated

and fireproof material from the rest of the accumulator. Air is not considered to be a suitable insulation material

in this case.

B3.3.7 Contacting / interconnecting the single cells by soldering in the high current path is prohibited. Soldering wires

to cells for the voltage monitoring input of the AMS is allowed, since these wires are not part of the high current

path.

B3.3.8

Every wire used in an accumulator container, no matter whether it is part of the GLV or tractive system, must

be rated to the maximum tractive system voltage.


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B3.3.9 Each accumulator container must have a prominent indicator, such as an LED that will illuminate whenever a

voltage greater than 48V DC is present at the vehicle side of the AIRs. Alternatively an analogue voltmeter may

be used.

B3.3.10 The voltage being present at the connectors must directly control the indicator using hard wired electronics (no

software control is permitted). Activating the indicator with the control signal which closes the AIRs is notsufficient.

B3.4 TRACTIVE SYSTEM ACCUMULATOR CONTAINER - MECHANICAL CONFIGURATION

B3.4.1 All accumulator containers must be rugged and rigidly mounted to the chassis to prevent the containers from

loosening during the dynamic events or possible accidents. If fasteners are used for mounting an accumulator

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

B3.4.2 The mounting system must be designed to withstand forces from a 20g deceleration in the horizontal plane and

10g vertical deceleration. The calculations/tests proving this must be included in the SES.

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

B3.4.4 All accumulator containers must be protected from side or rear impact collisions by structure equivalent to that

defined in C5.3and must be included in the SES. Note: The container must not form part of the equivalent

structure.

B3.4.5

The accumulator container must be built of mechanically robust material.

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

B3.4.7 The cells and/or segments must be appropriately secured against loosening inside the container and to withstand

a 20g deceleration in the horizontal plane and 10g in the vertical direction. Simple calculations must be included

in the ESF to justify the chosen design.

B3.4.8

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

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

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

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

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

nominal capacity of the used cell(s).

B3.4.9 Holes, both internal and external, in the container are only allowed for the wiring-harness, ventilation, cooling

or fasteners. External holes must be sealed according to B4.6

B3.4.10 The container must be completely closed at all times, when mounted to the car and also when dismounted from

the car without the need to install extra protective covers. Openings for ventilation should be of a reasonable

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

B3.4.11 A sticker with an area of at least 750mm² and a red or black lightning bolt on yellow background or red lightning

bolt on white background must be applied on every accumulator container. The sticker must also contain the

text “High Voltage” or something similar if the accumulator voltage is greater than 48V DC.


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B3.4.12 Any accumulators that may vent an explosive gas must have a ventilation system or pressure relief valve to

prevent the vented gas from reaching an explosive concentration.

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

pressure in the container

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

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

B3.5.2 The accumulator isolation relays must open both poles of the accumulator.

If these relays are open, no HV system must be in active state outside of the accumulator container.

B3.5.3

The isolation relays must be of a “normally open” type.

B3.5.4

The fuse protecting the accumulator tractive system circuit must have a rating lower than the maximum switch

off current of the isolation relays.

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

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

B3.6.1 Each accumulator must be monitored by an accumulator management system whenever the tractive system is

active or the accumulator is connected to a charger. For battery systems this is generally referred to as a battery

management system (BMS).

B3.6.2

The AMS must continuously measure the cell voltage of every cell, in order to keep the cells inside the allowed

minimum and maximum cell voltage levels stated in the cell data sheet. If single cells are directly connected in

parallel, only one voltage measurement is needed.

B3.6.3

The AMS must continuously measure the temperatures of critical points of the accumulator to keep the cells

below allowed maximum cell temperature bound (i.e. 10% of safety margin). Temperature sensors must be

directly in contact with the cells.

B3.6.4

For centralized AMS systems (two or more cells per AMS board), all voltage sense wires to the AMS must be

protected by ‘fusible link wires’ or fuses so that any the sense wiring cannot exceed its current carrying capacity

in the event of a short circuit. The fusing must occur in the conductor, wire or PCB trace which is directly

connected to the cell tab.

B3.6.5

Any distributed AMS system (one cell measurement per board) where the sense wire connections at the board

are >5mm does not need additional fusing if the board is protected from short circuit and the connection to the

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

fusible link wire.


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B3.6.6

Where required, the fusible link wire can form the entire sense wire or a section of the sense wire. If the fusible

link wire forms a section of the sense wire then the gauge of the fusible link wire must be sized appropriately

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

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

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

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

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

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

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

can be purchased which perform this function.

B3.6.7 Any GLV connection to the AMS must be galvanically isolated from the tractive system, including any

connections to external devices such as laptops.

B3.6.8 For lithium based cells except for LiFePO4, the temperature of at least 30% of the cells must be monitored by

the AMS. The monitored cells have to be equally distributed within the accumulator container(s).

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

monitored cells.

B3.6.9 The AMS must shutdown the tractive system by opening the AIRs, if critical voltage or temperature values

according to the cell manufacturer’s datasheet and taking into account the accuracy of the measurement system

are detected. If the AMS does perform a shutdown then a red LED marked AMS must light up in the cockpit to

confirm this.

B3.6.10

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

B3.6.11 AMS should follow International Electrotechnical Commission (IEC) 60529 IP67 i.e. no dust or water entry.

NOTE: It is compulsory to monitor every cell temperature and Voltage.

ARTICLE 4: TRACTIVE SYSTEM – GENERAL REQUIREMENTS

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

B4.1.1

The layout of electrical devices designed by the team must be documented accurately in the Design

Specification\Electrical Specification Form.

B4.1.2

There must be no connection between the frame of the vehicle (or any other conductive surface that might be

inadvertently touched by a crew member or spectator), and any part of any tractive system circuits.

B4.1.3

Tractive system and GLV circuits must be physically segregated such that they are not run through the same

conduit, except for interlock circuit connections.

B4.1.4 GLV systems must not be included in the accumulator container except for required purposes, for example the

AMS and AIR. The AMS should contain its own galvanic isolation. If this is not present within the AMS then

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

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

ESF.

B4.1.5

Where both tractive system and GLV are present within an enclosure, they must be separated by insulating

barriers made of moisture resistant, UL recognized or equivalent insulating materials rated for 150 C or higher

(e.g. Nomex based electrical insulation), or maintain the following spacing through air, or over a surface (similar

to those defined in UL1741):


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• V< 100VDC 10 mm (0.4 inch)

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

maintain spacing.

B4.1.7

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

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

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

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

Required spacing are as follows:

Voltage Over Surface Thru Air

(Cut in board)

Under Coating

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

B.4.1.8 Teams must be prepared to demonstrate spacing on team-built equipment. Information on this must beincluded in the electrical system form. For inaccessible circuitry, spare boards or appropriate photographs must be

available for inspection.

B4.2 POSITIONING OF TRACTIVE SYSTEM PARTS

B4.2.1

All parts belonging to the tractive system including cables and wiring must be contained within the envelope of

any part of the frame which is made from any regulated tubing defined in C5.3and/or an additional envelope of

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

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

B4.2.2 If tractive system parts are mounted in a position where damage could occur from a rear or side impact (below

350mm from the ground), for example motors at the rear of the car, they have to be protected by a fully

triangulated structure with tubes of a minimum outer diameter of 25.4mm and a minimum wall thickness of1.25mm or equivalent – see C5.3.

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

monocoque, whichever is applicable.

B4.3 TRACTIVE SYSTEM FIREWALL

B4.3.1 The tractive system firewall must comply with the main firewall regulations as defined in C6.3 In addition a

firewall must separate the driver and passenger compartment from all tractive system components.

Note: this includes any HV wiring.

B4.3.2

The firewall must be made from or coated with an electrically insulating material or there must be an electrically

insulating barrier between all the tractive system components and the firewall.

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

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

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

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


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B4.4 GROUNDING

B4.4.1

All electrically conductive parts of the vehicle (e.g. parts made of steel, (anodized) aluminum, any other metal

parts, etc.) which are within 100mm of any tractive system or GLV component , and any driver harness mounting

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

current of 1A) to GLV system ground.

B4.4.2 All parts of the vehicle which may become electrically conductive (e.g. completely coated metal parts, carbon

fiber parts, etc.) which are within 100mm of any tractive system or GLV component, must have a resistance

below 5 Ohm to GLV system ground.

B4.4.3 Electrical conductivity of any part may be tested by checking any point which is likely to be conductive, for

example the driver's harness attachment bolt, but where no convenient conductive point is available then an area

of coating may be removed.

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

the ground resistance below 5 Ohms.

B4.4.4

All HV components should have a low contact resistance (i.e. resistance between enclosure of HV components

and ground) preferably below 1mΩ.

B4.5 TRACTIVE SYSTEM MEASUREMENT POINTS (TSMP)

B4.6 TRACTIVE SYSTEM INSULATION, WIRING AND CONDUIT

B4.6.1

All parts, especially live wires, contacts, etc. of the tractive system need to be isolated by non-conductive

material or covers to be protected from being touched. In order to achieve this, it must not be possible to touch

any tractive system connections with a 100 mm long, 6 mm diameter (4 x ¼ inch) insulated test probe when

the tractive system enclosures are in place.

B4.6.2 Non-conductive covers must prevent inadvertent human contact with any tractive system voltage. This must

include crew members working on or inside the vehicle. Covers must be secure and adequately rigid. Body

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

B4.6.3

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

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

B4.6.4 Only insulation material that is appropriate for the expected surrounding temperatures may be used and this

must have a minimum temperature rating of 90°C. Using only insulating tape or rubber-like paint for insulation

is prohibited.

B4.6.5 All wires and terminals and other conductors used in the tractive system must be sized appropriately for the

continuous tractive system current and the wires must be marked with wire gauge, temperature rating and

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

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

acceptable temperature rating for tractive system cables is 90°C.

NOTE: Sizing of the conductors for the ‘continuous tractive system current’ can take account of the RMS or

average electrical current that will be used and the anticipated duration of time at maximum electrical

current.

B4.6.6 All tractive system wiring must be done to professional standards with appropriately sized conductors and

terminals and with adequate strain relief and protection from loosening due to vibration etc.


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B4.6.7

All tractive system wiring that runs outside of electrical enclosures must either be enclosed in separate orange

non-conductive conduit or use an orange shielded cable. Except in the case where the tractive system wiring

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

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

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

Any shielded cable must have the shield grounded.

B4.6.8 All tractive system connections must be designed so that they use intentional current paths through conductors

such as copper or aluminum and should not rely on steel bolts to be the primary conductor. The connections

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

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

B4.6.10

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

B4.4.

B4.6.11

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

B4.6.12 All electrical connections in the high current path of the tractive system that rely on screwed connections must

have a positive locking mechanism.

B4.7 TRACTIVE SYSTEM ENCLOSURES

B4.7.1 Every housing or enclosure containing parts of the tractive system, except motor housings, must be labeled

with (a) reasonably sized sticker(s) with a red or black lightning bolt on yellow background or red lightning

bolt on white background. The sticker must also contain the text “High Voltage” or something similar if the

voltage is more than 48V DC or 25VAC.

B4.7.2

If the housing material is electrically conductive or possibly electrically conductive, it must have a low-

resistance connection to GLV system ground, see B4.4.

B4.8 HV DISCONNECT (HVD)

B4.8.1

It must be possible to disconnect at least one pole of the tractive system accumulator by quickly removing an

unobstructed and directly accessible element, fuse or connector, in case of (a) stuck accumulator isolation

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

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

B4.8.2 It must be possible to remove the HVD within 10 seconds in ready-to-race condition. The team will have to

demonstrate this during Electrical Tech Inspection. Being able to quickly disconnect the accumulator(s) from

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

B4.8.3

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

B4.8.4

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

B4.8.5

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

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

when the HVD is removed.

B4.9 WIRING OF THE TRACTIVE SYSTEM SUPPLY

B4.9.1 All accumulator containers must be wired to a single point. It does not matter if they are wired in series or

parallel, but all the power supplying the tractive system must flow through this single point and must pass the

energy meter position, see B4.10.


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Figure 1

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

B4.10 ENERGY METER

B4.10.1 In the tractive system supply wires, see B4.9, a calibrated energy meter must be inserted at the competition.

The energy meter is used to calculate the efficiency score by measuring the total energy being sourced by the

accumulator(s).

B4.10.2 The energy meter is sealed by the eBAJA officials before the dynamic events. Any manipulation or broken

seals of the energy meter result in at least a DNF for the efficiency scoring.

B4.10.3

The energy meter must be in an easily accessible location so that the recorded data can be quickly downloaded

by the eBAJA officials after the Endurance Event to calculate the efficiency score.

B4.11 ACTIVATING THE TRACTIVE SYSTEM

B4.11.1

The driver must be able to (re-)activate or reset the tractive system from within the cockpit without the

assistance of any other person except for situations in which the AMS or IMD have shut down the tractive

system, see B5.1.4 and B5.1.5.

B4.11.2

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

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

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

to-drive-mode is entered.

B4.11.3

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

B4.11.4

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

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

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

B4.12.1

It must be clearly visible when the tractive system is set to active. The car is defined as active whenever the

accumulator isolation relay is closed or the voltage outside the accumulator containers exceeds 48V DC or

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

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

see definition above.

B4.12.2 The TSAL must be red.

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


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B4.12.4

The voltage being present within the tractive system must directly control the TSAL using hard wired

electronics (no software control is permitted).

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

B4.12.6 The TSAL must be clearly visible from every horizontal direction, except small angles which are covered by

the main roll hoop, even in very bright sunlight.

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

height is 1.6m.

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

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

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

B4.13 READY-TO-DRIVE-SOUND

B4.13.1 The car must make a characteristic sound, once but not continuous, for at least 1 second and a maximum of 3

seconds when it is ready to drive.

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

pedal.

B4.13.3

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

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

offensive will be accepted.

ARTICLE 5: FUSE

B5.1 FUSING

B5.1.1 All electrical systems (both low and high voltage) must be fused greater than the current rating of the

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

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

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

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

B5.1.2

All fuses and fuse holders must be rated for the highest voltage in the systems they protect. Fuses used for DC

must be rated for DC, and must carry a DC rating equal to or greater than the system voltage.

B5.1.3

All fuses must have an interrupt current rating which is higher than the theoretical short circuit current of the

HV system that it protects.

B5.1.4

If multiple parallel strings of batteries or capacitors are used then each string must be individually fused to

protect all the components on that string. Any conductors, for example wires, busbars, cells etc. conducting

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

or an additional fuse must be used to protect the conductors.

B5.1.5 Battery packs with low or non-voltage rated fusible links for cell connections may be used provided that:

1.

A fuse rated at a current three times lower than the sum of the parallel fusible links and complying with Section

B6.1.1 is connected in series, and


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2.

The accumulator monitoring system can detect an open fusible link, and will shut down the electrical system

by opening HV contactors if a fault is detected.

3. Fusible link current rating is specified in manufacturer’s data or suitable test data is provided.

B5.1.6 Cells with internal over-current protection may be used without external fusing or fusible-links if suitably

rated.

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

B6.1.6 will apply.

B5.1.7 The ESF must include all details of fuse and fusible link and internal over current protection including

documentation from manufacturer for the particular series and parallel configuration, and string voltage.

ARTICLE 6: HIGH VOLTAGE PROCEDURES & TOOLS

B6.1 WORKING ON TRACTIVE SYSTEM ACCUMULATOR CONTAINERS

B6.1.1 Opening of or working on accumulator containers is only allowed in the charging area, see B7.2, and during

Electrical Tech Inspection.

B6.1.2

Whenever the accumulator containers are opened the cell segments have to be separated by using the

maintenance plugs, see B3.3.3.

B6.1.3 Whenever the Accumulator or tractive system is being worked on, only appropriate insulated tools may be

used.

B6.1.4 Safety glasses with side shields must be worn by all participating team members when (a) parts of the tractive

system are exposed while it is active, or (b) work is being done on the accumulators.

B6.2 CHARGING

B6.2.1

There will be a separated charging area on the event site. Charging tractive system accumulators is only allowedinside this area.

B6.2.2

Accumulators may be charged inside the car.

B6.2.3 It is also possible to charge the accumulators outside the car with a removable accumulator container.

B6.2.4 The accumulator containers or the car itself, depending on whether the accumulators are charged externally or

internally, must have a label with the following data during charging: Team name and Electrical System Officer

phone number(s).

B6.2.5 NO WORK IS ALLOWED ON ANY OF THE CAR'S SYSTEMS DURING CHARGING, IF THE

ACCUMULATORS ARE CHARGED INSIDE THE CAR.

B6.2.6

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

B6.2.7

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

during charging.

B6.2.8 Moving accumulator cells and/or accumulator segment(s) around at the event site is only allowed inside a

completely closed accumulator container.


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B6.3

CHARGERS

B6.3.1

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

B6.3.2 Only chargers presented and sealed at Electrical Tech Inspection are allowed. All connections of the charger(s)

must be isolated and covered. No open connections are allowed.

B6.3.3 All chargers must either be accredited to a recognized standard e.g. CE or where built by the team they must

be built to high standards and conform with all electrical requirements for the vehicle tractive system, for

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

B6.3.4 The charger must incorporate an interlock such that the connectors only become live if is correctly connected

to the accumulator.

B6.3.5

HV charging leads must be orange

B6.3.6

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

detected.

B6.3.7

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

B6.4 ACCUMULATOR CONTAINER HAND CART

B6.4.1 In case removable accumulator containers are used in order to accommodate charging, a hand cart to transport

the accumulators must be presented at Electrical Tech Inspection.

B6.4.2

The hand cart must have a brake such that it can only be released using a dead man's switch, i.e. the brake is

always on except when someone releases it by pushing a handle for example.

B6.4.3

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

B6.4.4 The hand cart must be able to carry the load of the accumulator container(s).

B6.4.5 The hand cart(s) must be used whenever the accumulator container(s) are transported on the event site.

B6.5 Each team must present the following basic set of tools in good condition during technical inspection:

- Insulated cable shears

- Insulated screw drivers

- Multimeter with protected probe tips

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

- Face Shield

- HV insulating gloves which are within test date

- 2 HV insulating blankets of at least 1.0m² each

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

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

B6.6 Electrical System Form (ESF) Prior to the event all teams must submit clearly structured documentation of their

entire electrical system (including control and tractive system) similar to the SEF called electrical system form

(ESF).

B6.6.1 The ESF must visualize the interconnection of all electric components including the voltage level, the topology,

the wiring in the car and the construction and build of the accumulator(s).


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B6.6.2

Teams must present data sheets with rated specifications for all tractive system parts used and show that none

of these ratings are exceeded (including wiring components). This includes stress caused by the environment

e.g. high temperatures, vibration, etc.

B6.6.3 A template including the required structure for the ESF will be made available online.

Figure 2

Figure 3 Figure 4\

ARTICLE 7: GROUNDED LOW VOLTAGE SYSTEM (


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B7.2

Batteries must be mounted with good engineering practice and not come loose during a roll over. There should not

be any positive contact with the exhaust unit of the fuel system. The battery must be safely placed & concealed.

Failing this, the technical inspectors may debar the team from the dynamic events.

B7.3

All GLV batteries, i.e. on-board power supplies, must be attached securely to the frame.

B7.4 Any wet-cell battery located in the driver compartment must be enclosed in a nonconductive marine-type container

or equivalent.

B7.5 The hot (ungrounded) terminal must be insulated.

B7.6 Battery packs based on Lithium Chemistry other than LiFePO4 must have over voltage, under voltage, short circuit

and over temperature cell protection and be separated from the driver with a firewall.

B7.7

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

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

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

Instrumentation that is used to relay data back to driver or pits must be included in the cost report. If no livefeedback is provided then it does not need to be included in the cost report.

All instrumentation must be included in the cost report.

B7.8 Batteries must be able to provide power to safety items (brake light, reverse light and alarm) for the duration of

each event.

B7.9 Vehicles will be black flagged if safety equipment is not functioning which is to be indicated by the driver to the

marshal.

B7.10 The batteries must be factory sealed (incapable of being opened or serviced) and not leak in the event of a roll over.

B7.11

Kill Switches \ Master Switches Each vehicle must be equipped with two (2) easily accessible kill switches turning

off the ignition. The Kill switch must not de-energize the Brake Light and Reverse Light. Refer Article 5: ShutDown Circuit & Systems

B7.12

Kill Switch – Type The kill switches must be one of the following:

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

(B) Aftermarket WPS#27-0152 or 27-0124

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

(C) A Stock Polaris # 4110106

B7.13 Kill Switch – Locations and Orientation


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(A)

Cockpit Switch – The cockpit switch must be located in the front of the cockpit within easy reach of the

driver with the safety harness tight. The switch may not be mounted on a removable steering wheel

assembly.

(B) External Switch – The external switch must be mounted on the driver’s right side of the vehicle, on a panel

generally perpendicular (it can be mounted between the RRH and FAB tubes) to the firewall (+/15 degrees)

between RRH and Rear Bracing within the red area, (Fig 2) and behind the plane of the RRH. The switchcannot be more than 178 mm (7 in) vertically below point. BR. The switch must be within easy reach of

track workers, the switch must be mounted rigidly, with no sharp edges nearby. It must not be necessary to

reach inside the roll cage to actuate the switch.

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

using adhesive on the back cover the switch will fail.

Note: Rotary type kill switches are not allowed (neither rotate to kill, nor rotate to release).

(B) Wiring All wiring must be sealed, protected and securely attached.

(C) The vehicle must be equipped with a red brake light that is SAE “S” or “U” rated or it must be equal to or

exceed these standards (e.g.: OEM brake light assemblies)/ AIS and ISI rated brake lights are also permitted.

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

meter (39.4 in) above the ground. Light must be mounted such that it shines parallel to the ground, not up at an

angle, up to a distance of 10 meters.

(D)

Brake Light Switch The brake light must be activated by hydraulic pressure switches. Each independent brake

hydraulic circuit must be equipped with a brake light switch, so that no brake, including cutting brakes may be

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

hydraulic pressure switches.

(E) Reverse Light and Alarm Vehicles with reverse must be equipped with a backup light marked with an SAE

“R” on the lens and be equal to, or exceed the SAE standard J759. The reverse light must be mounted at a

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

The alarm must be rated per SAE standard J1741 or J994 and sound whenever the vehicle is in reverse. An

example of an acceptable backup alarm is available at www.waytekwire.com, part #48001 and part #48020.

OEM reverse light and alarm assembly are also acceptable with proper documentation.

(F) The reverse alarm shall be mounted at a minimum of 70 cm above the ground and at aft of the vehicle’s RRH

and firewall.


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PART C: TECHNICAL REQUIRMENTS

ARTICLE 1: GENERAL DESIGN REQUIREMENTS

C1.1 Vehicle Configuration The vehicle must have four (4) or more wheels not in a straight line.

C1.1.1 eBAJA vehicle must be capable of carrying (2) Passengers and a cargo.

C1.1.2 Maximum Vehicle Dimensions

Width: 162 cm (64 in) at the widest point with the wheels pointing forward at static ride height. Length:

Unrestricted, see note below.

NOTE: Teams should keep in mind that eBAJA SAE India courses are designed for vehicles with the maximum

dimensions of 162 cm (64 in) width by 274 cm (108 in) length. Vehicles exceeding the width will NOT be

allowed to run in any event. “GO-NO-GO” device is made available by the organizers at the Technical

Inspection area during the On-Site Technical Inspection to check the width.C1.2 All-Terrain Capability

C1.2.1 The vehicle must be capable of safe operation over rough land terrain including obstructions such as rocks, sand

umps, logs, steep inclines, mud and shallow water in any or all combinations and in any type of weather

including rain, snow and ice.

C1.2.2 The vehicle must have adequate ground clearance and traction.

C1.3 Vehicle Ergonomic Capacity

As a prototype of a commercial product, the design intent should be to accommodate drivers of all sizes from

the 95th percentile male (in the country in which the competition is held) to the 5th percentile female. The

largest driver must be able to meet the roll cage minimum clearances, and fit into a comfortable driving position,

while wearing the entire required driver’s equipment. The smallest driver must be able to comfortably reach all

of the vehicle’s controls.

ARTICLE 2: TOWING HITCH POINT

C2.1 Each vehicle must have towing hitch points at the front and rear, along its longitudinal centreline. These hitch

points are used both for dynamic events and for vehicle recovery. Hitch points must be structurally attached to

the vehicle’s main structure, and must allow for transmission of both longitudinal and lateral towing loads from

the vehicle to the hook or clevis of a tow rope without entanglement in vehicle components.

C2.2 Front Hitch Point

The front hitch point must be strong enough to serve as a vertical lift point for the vehicle. The front hitch

point, when not attached to a tow rope, may not present a danger of penetration in the event of a frontalcollision. For example, if a hitch plate as described in C2.4 is used, then it must be free to pivot down so as to

not present a narrow protrusion.

Front Hitch Point Requirements – Maximum and Minimum

Maximum diameter 31.75 mm (1.25 in.), Minimum diameter 25.4mm (1in.)

Minimum wall thickness of 0.89 mm (.035 in)

Hitch point height must be no higher than the SIM and no lower than the LFS

Minimum bearing space inboard of the hitch point 50.8 mm (2 in.) by 203.2 mm (8in.).


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Examples of acceptable Front Hitches:

Figure 6

Note: Bumper can’t be considered as hitch point. If tubes are being used, they must be made of primary members.

In addition, there must be lateral constraints for the hook or clevis to be properly in place which is optimum for

the effective transmission of vehicle loads while lifting.

C2.3 Rear Hitch Plate

The rear hitch point must be a plate complying with the requirements of C2.4

C2.4 Hitch Plate Requirements – Maximum and Minimum

Towing plate Maximum thickness – 9.5 mm (.375 in)

Hole diameter Minimum – 25.4 mm (1.0 in)

Radial clearance Maximum from hole – 25.4 mm (1.0 in)

Hole to tube Minimum clearance – 19.0 mm (.75 in)

Hitch plate Minimum width where connected to frame – 76.2 mm (3.0 in)

Figure 7


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ARTICLE 3: VEHICLE IDENTIFICATION

C3.1 Number Assignment

Numbers are automatically assigned as part of the final list of selected teams after Virtual BAJA. Assigned

numbers may be found on the BAJA SAE India website www.bajasaeindia.org after the declaration of

results.

C3.1.1 It is each team’s responsibility to provide its vehicle number markings. These markings include primary cut

out numbers (side) and body numbers (front/rear). The numbers must be clearly visible from all sides, front,

and rear of the vehicle. The numbers must remain readable throughout the competition.

Numbers that are not easily read might not be scored during the endurance event.

C3.1.2 Number Location

Three primary numbers are required to be affixed the car. One on both of the upper sides of the frame behind

the roll hoop, clearly visible in a side view. One must also be visible from a front view.

C3.1.3 Number Size

The primary cut-out numbers must be at least 203 mm (8 in) high. These have a minimum line width of 25mm (1 in.) and 102 mm (4 in) wide. The numbers must strongly contrast with the numeral background colour.

COMMENT: Avoid sharp edges or points on the inner and outer edges of the cut-out numbers.

C3.2 Vehicle Number – Primary Cut-out

C3.2.1 Each vehicle must have numbers where the outer face is a minimum of (one half inch) 0.5 inches (12.7 mm)

from the backing panel of contrasting colour an example of which is shown in the figures. The number must

be a block style numeral that is clear and easy to read. Vehicles with numbers that are hard to read, missing,

damaged or obscured may not be scored and may be black flagged. It is recommended that the numbers be

outlined as well to further provide contrast.

Figure 8

C3.3 All vehicles must display their college name or initials, in roman characters, on each side in characters at least

2.5cm (1 in) high and 1 cm (0.4 in) wide.

C3.4. SAEINDIA and Event Sponsor Logo

SAEINDIA logos would be provided to the teams at the event site only. These are required to be pasted on both

sides of the vehicle, at the centre of the side panels, and above the head of the driver, at the firewall.

Event sponsor’s logos must be displayed in a prominent space on each side of the vehicle. These will be

distributed during registration at the event site.


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C3.4.1 Sponsor Identification

Teams may display advertising from their vehicle’s sponsors, provided it is in good taste and does not conflict

with the vehicle’s number. SAE may require all entrants to display advertising from the competition sponsors.

ARTICLE 4: TRANSPONDERS

C4.1 Transponders

Transponders will be used as part of the primary timing system for all closed loop dynamic events at eBAJA

SAE India competition.

C4.1.1 Vehicles must carry a functional, properly mounted and fully charged transponder of the specified type.

Vehicles without a specified transponder will NOT be allowed to compete in any event for which a transponder

is used for timing.

C4.2 Transponder Requirement

All vehicles must be equipped with at least one AMB MX Rechargeable transponder. (Recently acquired by

MyLaps) http://www.mylaps.com. All teams are responsible for purchasing their transponder

The timing system is capable of recording two transponder identifications per vehicle; therefore, a second

transponder may be mounted as a backup.

Figure 9

C4.3 Transponder Purchase

All teams are responsible for purchasing their transponder directly through AMB (recently acquired by MyLaps).

http://www.mylaps.com

C4.4 Transponder Mounting

Figure 10

C4.4.1 Each transponder is supplied with a mounting bracket (SEE PHOTO). Teams are advised to weld a small pl